WEST MIDLANDS LOCAL TRANSPORT PLAN 2006 West Midlands Local Transport Plan 2006
This LTP2 was submitted to the Department for Transport in March 2006. It is also available on the internet at www.westmidlandsltp.gov.uk and at local libraries within the seven council areas.
Submitted on behalf of: Birmingham City Council Coventry City Council Dudley Metropolitan Borough Council Sandwell Metropolitan Borough Council Solihull Metropolitan Borough Council Walsall Metropolitan Borough Council Wolverhampton City Council West Midlands Passenger Transport Authority
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March 2006
Executive Summary
Executive Summary
Preface
We want the West Midlands to be securely established and recognised as an economic powerhouse of the United Kingdom.
Our vision is for a conurbation where jobs are interesting and plentiful, where urban life is of a high quality, and where the transport network offers attractive and effective ways of accessing work, shops, education and leisure.
We want to see high quality bus, rail and light rail networks serving vibrant urban centres, and less of the traffic congestion which delays our activities, dirties our air and denies economic and social opportunities. We want effective links with the hub of the national rail network and strategic motorways.
We need to invest in transport to create communities in which people want to live and in which businesses feel it is right to locate. We need to regenerate old industrial land, to accommodate our plans for long term growth.
All this matters, not just to the West Midlands but to the nation, because our conurbation is home to more than 2.5 million people and is the largest outside London. As the nation’s second city, we have the potential to raise international perceptions of the UK beyond the capital.
But for Birmingham and the Metropolitan Area to be recognised as a ‘World City’, we need a transport system which makes people choose to live, work and stay here, which attracts international businesses, which sustains a global cultural mix, and which is capable of hosting world sports and arts events. Without this transport system, we fail.
So the West Midlands is serious about tackling congestion and investigating long term solutions. We have a coherent strategy for improving accessibility, public transport, air quality and safety over the next five years, along with better management of traffic. Our vision and our plans are set out in this document.
Our Vision
The seven authorities of the West Midlands Metropolitan Area have formally agreed a shared vision for: i. a thriving, sustainable and vibrant community where people want to live and where business can develop and grow ii. town, city and local centres that are attractive and vibrant, where high-quality public transport is the norm and walking and cycling are common-place iii. cleaner air and less congested traffic conditions iv. a safer community with fewer road accidents and with environments in which people feel secure v. equal opportunities for everyone to gain access to services and facilities and enjoy a better quality of life, with travel choices that are attractive, viable and sustainable
Introduction
The Transport Act 2000 requires all local transport authorities in England, outside London, to prepare Local Transport Plans (LTPs). Authorities are also required to take account of the Department for Transport's Full Guidance on Local Transport Plans: Second Edition, which should be read in conjunction with the Government's overall transport strategy set out in the White Paper 'The Future of Transport: a network for 2030', published in 2004.
LTP 2006 Executive Summary
The White Paper recognises that, over the next 30 years, demand for travel via road, rail and air will continue to grow. However, it also recognises that we cannot simply build our way out of the problems we face. The Government's strategy is built around three key themes:
sustained investment improvements in transport management planning ahead
The Regional Spatial and Economic Strategies for the West Midlands both recognise the Metropolitan Area as the driver for economic success for the wider region. These Strategies establish a basis for building the capacity we need to support economic viability and environmental sustainability. The synergies between economic development, regeneration, housing and transport, and the links with health and education, are reinforced. Our priorities are to regenerate communities, identify new opportunities for economic development and employment, and support the vitality of town and city centres.
The Regional Spatial Strategy, published as Regional Planning Guidance 11, sets out the Government's vision for the Metropolitan Area and neighbouring shire counties. It is for:
‘an economically successful, outward looking and adaptable region which is rich in culture and environment, where all people, working together, are able to meet their aspirations and needs without prejudicing the quality of life of future generations'.
Against this background, our Final LTP2 for the West Midlands Metropolitan Area has been prepared in partnership by the seven local authorities - Birmingham, Coventry, Dudley, Sandwell, Solihull, Walsall, Wolverhampton and the West Midlands Passenger Transport Authority. In the process, members and officers from the authorities have strengthened their engagement with the wider region, to ensure that regional Strategies and our LTP2 are closely aligned.
This engagement has produced a framework for prioritising major transport investment in the region. A Regional Prioritisation Exercise has rigorously examined major transport projects right across the wider West Midlands region and struck a strong balance between the needs of the conurbation and the needs of the region. We now have a clear, agreed, deliverable programme of transport priorities that will support other vital policies to drive housing growth and economic regeneration. What is clear is that investing in transport in the conurbation will have significant positive impacts in these respects in the wider region. We have developed good relationships with other stakeholders including the West Midlands Business Transport Group and environmental groups. We continue to work jointly with transport providers such as the Highways Agency, rail industry and bus operators.
We have consulted widely with the public. It is vital that everyone, from government to resident, has had an opportunity to influence the LTP2, if we are to make the Metropolitan Area a more prosperous, more enjoyable place in which to live and work.
Local Transport Plan 2
Our LTP2 builds on the Provisional LTP which we submitted in July 2005. Since then we have undertaken a final round of consultation, in which almost nine out of ten people said they want more done to tackle traffic congestion. Three quarters thought the West Midlands should consider a variety of options, including charging those who drive on congested roads and introducing flexible working hours to reduce peak traffic flows.
More than eight out of ten were in favour of extending the Bus Showcase network, which uses the latest advances in travel. Similarly large majorities want us to be spending more on highway maintenance, and working towards improved rail services and an expansion of the Midland Metro tram network. These views have been incorporated into this final LTP2.
Our long term plans for regeneration and economic growth mean that we predict more than 165 million extra car journeys by 2011. We need to accommodate this increase by providing greater transport choice,
LTP 2006 Executive Summary
or our plans for growth will simply generate more traffic congestion and become self-defeating: the extra congestion will create a ‘push’ factor and incoming residents and businesses will leave again.
In this document, developments since July 2005 have led to a number of major changes around the following issues:
Transport Innovation Fund – work to investigate long term solutions to congestion, including the option of road pricing, is now underway following our successful bid for funding Regional Prioritisation – transport priorities, including redeveloping Birmingham New Street Station and extending the Midland Metro tram network, are now agreed with our partners across the wider West Midlands region. These schemes have also been rigorously tested to ensure they deliver value for money Accessibility Planning – we have made considerable progress and now include two new targets on access to job interviews and to hospitals, plus a full statement on our approach to accessibility planning and proposed actions Strategic Environmental Assessment – certain road schemes in our programme which the SEA identified as posing environmental problems will now only be approved if the benefits outweigh the disbenefits and mitigation measures are included. The outcomes of this assessment have been incorporated in LTP2. Equalities Assessment – this has concluded that the LTP2 is acceptable, but has also identified how factors such as racism and anti-social behaviour impact on public transport use. These outcomes have also been incorporated into LTP2. Sub Regional Studies – progress on the Coventry / Solihull / Warwickshire and Black Country studies has been slower than anticipated at the time of the Provisional LTP, and this is reflected in this document
We have also responded to informal feedback from the Department for Transport on our Provisional LTP, and to comments in the settlement letter of December 2005. In this Final LTP2 we have:
Developed a new mechanism which links the Integrated Transport Block to the delivery of LTP objectives and targets Provided more examples of how we seek to ensure value for money, and how we integrate revenue and capital expenditure Put in place a new system for monitoring progress on delivering our targets and recommending remedial action where needed
Our strategy in LTP2 works towards reducing congestion, improving air quality, accessibility and road safety, and achieving regeneration across all seven districts in the Metropolitan Area. It provides the framework for the programme of initiatives we will pursue between 2006 and 2011.
It also seeks to promote social inclusion and to help disadvantaged groups access opportunities that are mostly likely to increase their life chances. In particular, our accessibility strategy is designed to:
enable more people to access job interviews and healthcare provide affordable and improved public transport, and greater personal safety help people overcome mobility, language and learning difficulties
But it is recognised that our LTP2 is based on existing policy options and their long term effectiveness is likely to be limited. So we want to work with Government to examine a wider range of more radical solutions.
Our successful Transport Innovation Fund bid will enable us to investigate different approaches to demand management as part of a comprehensive package of measures, which include improvements to the quality and scale of the public transport system. However, some measures, including electronic road pricing, would take a number of years to introduce.
LTP 2006 Executive Summary
We will only be able to deliver a long term strategy if we have long term support from the many stakeholders and citizens in our Area. So a key element of our work will be continuing consultation which ensures that people are informed, understand, and can comment.
The results of the TIF work will help to determine our long term strategy, but it is already clear that a step change in our approach to congestion will be necessary. However, we have set out a number of pre-conditions which will need to be satisfied before deciding whether to move to a second stage of technical work later in 2006. We will continue to study potential solutions in partnership with stakeholders and the Government.
This necessary long term strategy to tackle congestion is underpinned by our continuing shorter term efforts to reduce traffic congestion and improve transport in the West Midlands.
Our strategy has three principal elements: i. Make the best use of the existing transport network ii. Enhance the quality of public transport iii. Target investment in infrastructure to support regeneration
Policies to make the best use of the existing network include encouraging people to make smarter choices with their travel options, including walking and cycling, and rolling out a network of Red Routes to improve both the efficiency of our roads and the local environment. Other key schemes include Urban Traffic Management and Control Improvements, further Park & Ride initiatives and better information for passengers and potential public transport users.
We recognise the need to continue to improve our public transport offer, particularly the bus network in the West Midlands. We have a clear bus strategy and we will continue to engage stakeholders to reverse the decline in bus patronage and work towards a challenging target of 355 million passenger journeys by 2011. In the longer term we recognise more needs to done to improve the bus service in the West Midlands so will be exploring the possibility of taking greater control of the network through Quality Contracts.
Extending the Midland Metro network remains a high priority and is critical to building a cohesive transport network and supporting regeneration. Our heavy rail proposals include redeveloping New Street Station, a national priority, and tackling the overcrowding passengers currently experience on the network.
Examples of how transport investment will help support regeneration in the Metropolitan Area include improving access to Birmingham International Airport, principally through bus improvements.
Targets
Road Traffic
Our key target is to limit the increase in road traffic mileage to no more than 7% between 2004 and 2010. This is ambitious, given the 3.3% rise between 2001 and 2003. It will require modal shift from car travel, more bus showcase routes, more bus capacity and the commitment of local employers to TravelWise initiatives.
Our other targets are to:
have no increase in morning peak traffic flows into the nine LTP centres between 2005/06 and 2010/11 increase the morning peak proportion of trips by public transport into the nine LTP centres as a whole from the 2005/6 baseline of 32.73% to 33.8% by 2009/10 prevent any increase in average vehicle delays in the morning peak between 2003 and 2010 have no more than a 7% increase in the total cost of delay on the main road network (excluding buses) between 2004 and 2010
LTP 2006 Executive Summary
Buses
Bus use in the Metropolitan Area continues to suffer long-term decline. However, buses remain the dominant form of public transport and plans to tackle congestion and reduce traffic depend on an upswing in their fortunes. Our targets are to:
increase bus use from the 2003/04 base of 325 million trips per year to 355 million by 2010/11 increase bus satisfaction from 57% in 2004 to more than 60% by 2009/10 operate 83% of bus services between ‘one minute early and five minutes late’ by 2010/11
The Metropolitan Authorities will further develop showcase routes, introduce bus priority measures in conjunction with Red Routes, greatly expand TravelWise and seek cooperation with bus operators. If local consultation fails to deliver agreements on physical measures, decline will continue.
Light Rail
Passenger numbers on the Midland Metro are stable. Our target is to increase light rail use from 5.1 million trips per year in 2003/04 to 5.8 million in 2010/11. Increased frequency at peak times and new commercial and residential developments in Bilston and West Bromwich should boost ridership. Centro also needs to implement enhanced park and ride facilities.
Personal Safety
Personal security is a major issue in local Community Plans and Strategies, and our target is to improve actual per perceived personal safety while travelling on public transport by 10% between 2005/06 and 2010/11.
Cycling
The rate of decline in cycle use is reducing, but to achieve growth is seen as a significant challenge. Our target is for a 1% increase in the cycling index between 2003/04 and 2010/11.
Highway Maintenance
We have used local knowledge and engineering judgement rather than in-depth analysis or the prediction of the effect of spending programmes. Frequent changes in the approved monitoring methodology and a lack of consistent, accurate survey data prevent a more scientific approach. Our target is for a 5% reduction in the length of each of the three networks - principal roads, unclassified roads and high usage footways - requiring further investigation according to Department for Transport rules and parameters.
Accessibility
Social inclusion improves access to work, education, health care and fresh food shops. It is a priority for all the Metropolitan Authorities. Our accessibility strategy is based on:
strategic-level analysis produced by the Accession software (the new tool developed for the DfT) discussions with stakeholders such as Local Strategic Partnerships, Primary Care Trusts, Local Education Authorities and transport providers building on work in disadvantaged areas such as Regeneration Zones and around New Cross Hospital in Wolverhampton
Our targets are to:
double the number of people attending job interviews per year via access initiatives from 1150 in the 2005 baseline to 2300 by 2011 increase by 50% the total population within 30 minutes inter-peak travel time of a main NHS hospital by ‘accessible’ public transport, from 580,000 in the 2005 baseline to 870,000 by 2011
LTP 2006 Executive Summary
Regeneration
The main way in which transport can support economic regeneration is to ensure that people and goods can move more efficiently. Our targets are to:
maintain inter-peak accessibility to the nine LTP centres as a whole between 2004/05 and 2010/11 increase the proportion of industrial areas accessible to 44 tonne lorries within five minutes of the nearest motorway junction (daytime inter-peak) by 2% between 2004 and 2010
Travel Plans
These targets are required by the Regional Spatial Strategy and are for:
100% of schools to have travel plans by 2011 30% of all employees to work in organisations committed to work place travel plans by 2011
Air Quality
Air quality is an important issue and all the Authorities have completed air quality assessments. Seven pollutants were considered and NO2 and PM10 particles give most cause for concern. Around thirty Air Quality Management Areas have been declared, a number in the M6 corridor.
Our air quality strategy involves:
working with the Highways Agency to deal with the substantial emissions from motorway traffic detailed initiatives to tackle local hotspots through engineering and traffic management broader policies to encourage forms of transport that have less impact on air quality, such as alternative-fuel vehicles
Our target is to reduce the average NO2 level by 1% between 2004/05 and 2010/11 in areas where NO2 exceeds the national objective. This is ambitious, given rising traffic levels, but can be achieved if congestion and traffic growth targets are met.
Road Safety
The Metropolitan Authorities have a good track record of reducing accidents and the Area is designated by the Department for Transport as a Centre of Excellence for road safety.
In 2004, total KSI (killed and seriously injured) casualties fell by more than 6%, to a level more than 45% below the 1994-98 baseline. We are on course to achieve the national targets of a 40% reduction in all KSIs and 50% reduction in child KSIs by 2010.
Our road safety strategy is to:
educate and train road users to travel as safely as possible ensure all who live, work and travel in the West Midlands have access to road safety advice target safety training at vulnerable users such as cyclists and pedestrians subject new infrastructure to safety audits implement a programme of safety schemes aimed at accident cluster sites use safety cameras to enforce speed limits and traffic signals, backed by educational campaigns
Much of our strategy is aimed at deprived areas, where casualty rates both for all and for children are double those of the least deprived areas. Our targets are to achieve:
a 40% reduction in all KSIs from the 1994-98 average to 2010, and a 30% reduction from 2004 to 2010
LTP 2006 Executive Summary
a 50% reduction in child KSIs from the 1994-98 average to 2010, and a 35% reduction between the 2002-04 average and the 2008-10 average a 10% reduction in slight casualties from 2004 to 2010
These targets are regarded as ambitious but realistic and assume similar levels of spending to the last five years.
Delivery
The authorities have made substantial efforts to put in place a robust monitoring and review regime, in order to ensure we achieve targets and value for money. The Monitoring Group, comprising senior Members and reporting directly to the West Midlands Planning & Transport Sub-Committee, meets monthly to consider detailed progress reports on delivery, expenditure, progress towards targets and trend information.
This frequent monitoring and review cycle means problems are identified early in order for remedial action to be taken, and ensures that targets remain both realistic and ambitious.
Huge challenges lie ahead. We must make sure we deliver our LTP 2006 efficiently and effectively, so that we maximise progress towards the vision for the West Midlands, which is shared by the Government, the Metropolitan Authorities and citizens alike.
Conclusion
The West Midlands deserves a world-class transport system that meets the needs of local people and reflects the significance of our position at the heart of the nation. Ignoring congestion is not an option if the West Midlands is to remain competitive and see jobs and housing grow. We have a sound strategy for the next five years, but it is also time to start looking longer term, at all the potential solutions to our transport problems.
LTP 2006 Executive Summary
LTP 2006 Contents
1 Introduction 2 1.1 Why do we need a Local Transport Plan? 2 1.2 What is a Local Transport Plan? 2 1.3 History of the West Midlands Local Transport Plan 3 1.4 This Local Transport Plan 4 1.5 The Structure of this Local Transport Plan 4
2 Our Vision for the West Midlands Metropolitan Area 8 2.1 The Vision 8
3 Setting Transport in its Wider Context 10 3.1 Introduction 10 3.2 European Directives 12 3.3 Government Guidance 13 3.4 Regional Guidance 16 3.5 Quality of Life Issues 20 3.6 The National and Local Government Shared Priorities 26
4 Objectives 28 4.1 The Transport Shared Priority 28 4.2 This LTP's Objectives 28
5 Travel and Transport Problems 32 5.1 Introduction 32 5.2 Major Transport Studies 32 5.3 Meeting the Needs of Longer-Distance Travellers 34 5.4 Cross Boundary Transport Planning 35 5.5 Travel and Transport Movements 36 5.6 Travel and Transport Issues 44
6 Opportunities 46 6.1 Introduction 46 6.2 Analysis Methodologies 46 6.3 Involving Local Partners, Stakeholders and the Public 47 6.4 Opportunities to Reduce Congestion 53 6.5 Opportunities to Improve Air Quality 58 6.6 Opportunities to Improve Accessibility 59 6.7 Opportunities to Improve Safety 59 6.8 Opportunities for All 60 6.9 Opportunities to Improve Quality of Life 63 6.10 Rights of Way Improvement Plans 63 6.11 Mode by Mode Perspective 63
7 Strategy Development 66
LTP 2006 Contents
7.1 Introduction 66 7.2 The Local Government Context 67 7.3 Local Transport Strategies 68 7.4 Realistic Investment Expectations 68 7.5 Developing the Strategy 70 7.6 Future Demands 73 7.7 Value for Money (VFM) 78 7.8 Effective Use of Revenue Budgets 83
8 The Strategy 90 8.1 Introduction 90 8.2 Strategy Framework 91 8.3 Congestion Strategy 99 8.4 Accessibility Strategy 101 8.5 Air Quality Strategy 102 8.6 Road Safety Strategy 103 8.7 Targets 104
9 Implementation 106 9.1 Introduction 106 9.2 The Current Major Schemes Programme 106 9.3 The 5-Year Integrated Transport Programme 107 9.4 The 5-Year Maintenance Programme 108 9.5 Future Major Schemes Programme 111 9.6 The Programme 112 9.7 Major Scheme Tables 112
10 Performance Management 160 10.1 Monitoring Progress 160 10.2 Targets Background 160 10.3 Transport Asset Management Plans 164 10.4 Target Justification and Trajectories 165
A Accessibility Strategy Statement ii
B Air Quality Strategy Statement xlviii
C Congestion Strategy Statement liv
D Road Safety Strategy Statement lxii
E Network Management Duty Statement lxviii
F Hackney Carriage and Private Hire Vehicle Policy Statement lxxviii
G Rights of Way Improvement Plans Statement lxxxii
LTP 2006 Contents
LTP Finance Forms lxxxvi
Glossary and Abbreviations lxxxvii
Figures Figure 1.1 - LTP Context 5 Figure 3.1 - National Geography 10 Figure 3.2 - Highway Desire Line Movements 2001 (AM Peak) 11 Figure 3.3 - Bus Desire Line Movements 11 Figure 3.4 - Train Desire Line Movements 12 Figure 3.5 - Regeneration Zones and High Tech Corridors 19 Figure 5.1 - Households without access to a car 37 Figure 5.2 - Highway Network 38 Figure 5.3 - Personal Travel by Trip Purpose 39 Figure 5.4 - Personal Travel by Main Mode 39 Figure 5.5 - Trends in Traffic Growth 40 Figure 5.6 - West Midlands Traffic Speeds by link - 2002 AM Peak 40 Figure 5.7 - West Midlands Traffic Speeds by link - 2004 AM Peak 41 Figure 5.8 - Travel to work in the West Midlands 1991-2001 42 Figure 5.9 - Trends in Road Casualties 1994-2004 43 Figure 7.1 - Strategy Development Process 66 Figure 7.2 - Administrative Structure 69 Figure 7.3 - Housing Proposals 75 Figure 7.4 - Employment Forecast 2011 76 Figure 7.5 - Population Density 2001 77 Figure 7.6 - Centro Capital Evaluation Process 81 Figure 8.1 - Strategy Framework 98 Figure 9.1 - Summary Programme LTP2 113 Figure 10.1 - LTP Programme and Targets Review Process 161 Figure 10.2 - BVPI99(x) All KSI target 167 Figure 10.3 - BVPI99(y) Child KSI 168 Figure 10.4 - BVPI99(z) Slight Casualty 168 Figure 10.5 - LTP2 Traffic Mileage 171 Figure 10.6 - LTP06 AM Peak Traffic Flows into Urban Centres 173 Figure 10.7 - LTP6 % Public Transport Trips into LTP Centres 175 Figure 10.8 - Congestion Monitoring 177 Figure 10.9 - LTP1a Access to Employment 179 Figure 10.10 - LTP1b Access to Main Hospitals by 'Accessible' Public Transport 181 Figure 10.11 - Accessibility to Main Hospitals by Accessible Public Transport: Metro, Bus Showcase and Accessible Rail Stations Weekday 2005 (1000-1200) 182 Figure 10.12 - Accessibility to Main Hospitals by Accessible Public Transport: Metro, Bus Showcase and Accessible Rail Stations Weekday 2011 (1000-1200) 183 Figure 10.13 - LTP8 Air Quality 185 Figure 10.14 - Air Quality Areas 185
LTP 2006 Contents
Figure 10.15 - BVPI102 Bus Patronage Target and Trajectory 189 Figure 10.16 - BVPI104 Bus User Satisfaction 191 Figure 10.17 - LTP3 Cycling 193 Figure 10.18 - LTP5 Bus Punctuality 195 Figure 10.19 - Local Light Rail Use 197 Figure 10.20 - Local Target Cost of Road Delays 199 Figure 10.21 - Local Target Actual and Perceived Security on Public Transport 201 Figure 10.22 - Local Target - Maintain Inter-Peak Accessibility to Centres 203 Figure 10.23 - 30 Minute PTAMS Public Transport Isochrone and 15 Minute CJAMS Drive Time Isochrone 204 Figure 10.24 - 5 min Isochrone 207 Figure 10.25 - Local LTP Target - HGV Motorway Access 207 Figure 10.26 - Local Work Place Travel Plans 210 Figure A.1 - West Midlands Accessibility Process & Strategy v Figure A.2 - Travel Time by Public Transport to Job Centres / Job Centre Plus (1230-1330) xviii Figure A.3 - Accessibility to Main Hospitals by Accessible Public Transport (1000-1200) xx Figure A.4 - Accessibility to Further Education for 16-19 year olds xxii Figure A.5 - Subsidised Evening Bus Routes (after 7pm) xxvi Figure B.1 - Air Quality Management Areas li
Tables Table 4.1 - LTP Objectives and Shared Themes 29 Table 6.1 - Transport Issues and the Transport Shared Priority 51 Table 6.2 - Improvement Priorities 51 Table 6.3 - Percentages of Respondents Strongly Agreeing or Agreeng with each Statement 52 Table 6.4 - Respondents' Top Priorities 53 Table 7.1 - Return on Local Safety Schemes Completed in 2000/01 82 Table 7.2 - Increases in Patronage on Bus Showcase Routes 82 Table 7.3 - Showcase User Previous Modes 83 Table 8.1 - Forecast Number of Trips (millions per year) 100 Table 8.2 - Road Safety Casualties 103 Table A.1 - Time (minutes) prepared to spend travelling to key locations by mode xii Table A.2 - Type of consultation or partnership working xiv Table A.3 - Areas of new RSS focussed employment opportunities xvi Table A.4 - % of households within 10 minutes of a local, district or main centre on a weekday by public transport or walking xxi Table A.5 - Local partnership projects involving Centro, the districts and DRT operators xxix Table A.6 - Timetable of LTP Accessibility Planning Work xxxi Table A.7 - Appendix 1. Accessibility Statements in Local Community Strategies xxxiii Table E.1 - West Midlands Traffic Managers and key network co-ordination personnel lxix Table E.2 - Individual authorities approach to integration lxx Table F.1 - Numbers of Licensed Taxis and PHVs and General Location of Taxi Ranks lxxix Table G.1 - State of Preparation of Right of Way Improvement Plans at 31st December 2005 lxxxiii
LTP 2006 1 Introduction
1 Introduction
1 Introduction schemes lies with government bodies such as the Highways Agency and Network Rail. However, the 1.1 Why do we need a Local Transport LTP has been drawn up in close consultation with these bodies. Plan? 1.2.4 LTPs must be submitted to Government every 1.1.1 Travel and transport are essential to almost five years. The first round of LTPs covered the every aspect of everyone's life. We travel to get to five-year period from 2001/02 to 2005/06. Most school or work, meet family and friends, go local transport authorities are now required to shopping, watch our favourite football team, or get prepare a second LTP, referred to as LTP2. The to the cinema or places of worship. The goods we West Midlands Metropolitan Area is one of only two buy in shops and the raw materials used in factories areas in England which, for special reasons, all have to be transported. In fact, very little submitted a second LTP in 2003. Although this is happens without needing to walk, cycle, ride or our third LTP, it is referred to as LTP2 in order to drive, or use a car, bus, train or lorry. be consistent with Government terminology.
1.1.2 We all want a better quality of life. But as 1.2.5 The Government has now changed the way each of us travels, we can create problems for other in which LTPs must be prepared. The first LTPs travellers, local residents and the environment. So set out a desired programme that formed the basis there is a huge challenge in improving travel for of a bid for five-year capital funding. LTP2s must everyone, without creating congestion, noise or be drawn up against a pre-determined capital pollution that also affect each of us. expenditure programme and be designed to make the best possible use of that money to deliver 1.1.3 We need a Local Transport Plan (LTP) so improvements. that everyone, including the Government, understands the issues, appreciates the 1.2.6 The Government has also established a new, opportunities for change and sees how they can two-phase process. A provisional LTP2 play a part in making the West Midlands was submitted in July 2005. This Final LTP2 Metropolitan Area a better place in which to live, reflects changes since July 2005, including our work and enjoy life. This LTP sets out what our submission of a bid for resources from the Local Authorities are planning to do. Government's Transport Innovation Fund (TIF) to study new ways of tackling congestion, initial 1.2 What is a Local Transport Plan? outcomes from local Sub-Regional Studies and Government feedback on the Provisional LTP2. 1.2.1 A Local Transport Plan lays out a vision for The Provisional and this Final LTP2 contain annual an area, analyses travel problems and opportunities programmes for the five-year period from 2006/07 and sets objectives and targets. It includes a to 2010/11. five-year programme of integrated transport and maintenance capital schemes that will help to 1.2.7 Our LTP2 must set out a strategy, objectives, achieve these targets. It provides the basis for targets and an investment programme focused on gaining Government approval for Major Schemes what is called the Transport Shared Priority. This - those that cost more than £5 million. is one of seven shared priorities agreed between national and local government, designed to improve 1.2.2 Transport networks cross administrative public services. The four themes of the Transport boundaries so we must prepare an LTP for the Shared Priority are: whole Metropolitan Area, including the Local Authorities of Birmingham, Coventry, Dudley, tackling congestion Sandwell, Solihull, Walsall and Wolverhampton. delivering improved accessibility The West Midlands Passenger Transport Authority improving road safety (WMPTA), which acts through its implementing agent Centro, is also a partner. An LTP is a policy producing better air quality document adopted by local transport authorities in 1.2.8 Our LTP2 must also take account of line with the Transport Act 2000. Government Guidance. This is set out in 'Full Guidance on Local Transport Plans: Second 1.2.3 An LTP only deals with investment in local transport networks. Responsibility for investment Edition', issued in December 2004, which in turn in motorways, trunk roads and strategic rail refers to the Government’s Transport Strategy as set out in 'The Future of Transport' White Paper.
2 LTP 2006 Introduction
Both assist the development of LTP2s. This Final the thirty-year vision set out in WMAMMS and LTP2 has been amended to take account of and similar aspirations of CANS Government advice on the quality of our Provisional the need for urban renaissance promoted by LTP2 and funding decisions contained in the Regional Planning Guidance Government's Local Transport Capital Settlement recognition of the need for a large increase in 2006/07 letter issued on 14th December 2005. resources to achieve our Area's goals a seven-year programme of projects 1.3 History of the West Midlands Local Transport Plan 1.3.4 In developing the 2003 LTP, we devoted significant effort to the widest possible consultation 1.3.1 Our LTP2 sets out the travel and transport across the Metropolitan Area and within individual issues for what is the largest conurbation outside Districts, building on the previous consultation under London and an area which is a major contributor to WMAMMS and CANS. We held public forums in the national economy. a number of locations and held discussions with special interest groups. Key partners included: 1.3.2 Following the first round of LTPs, the Government commissioned a number of the Highways Agency, which maintains and multi-modal studies covering strategic areas or operates motorways and trunk roads corridors around the country. One was the West bus, Metro and rail operators, including Travel Midlands Area Multi-Modal Study (WMAMMS) and West Midlands, Virgin Trains and Central its findings and recommendations were published Trains in 2002. A similar local study, the Coventry Area private operators responsible for freight Network Study (CANS) was undertaken at the same management, coach and taxi services time. The main finding of these studies was that Birmingham International Airport our first LTP provided a sound framework for the the Police, who are responsible for enforcing future, but that more needed to be done on a faster most traffic regulations timescale. 1.3.5 The submission of our 2003 LTP led to a new 1.3.3 We responded by submitting a second LTP engagement process with senior officials at the in July 2003. It included new targets and an Department for Transport (DfT), intended to assist enhanced programme of schemes for delivery preparation of our LTP2. This process has now between 2004/05 and 2010/11. This 2003 LTP was been rolled out by DfT to all LTP authorities. It based on: allows a better understanding of the Government's aims and objectives and ensures that important extensive external consultation issues are shared with DfT. a review of the first LTP and comments received from Government and others 1.3.6 As part of the Government's response to our Annual Progress Reports in 2001, 2002 WMAMMS, up to £1 billion was pledged to the West and 2003 Midlands Metropolitan Area for Major Schemes, a twenty-year public transport strategy subject to Schemes being based on a sound ‘Network West Midlands', which set out a transport strategy that promoted public transport, vision for a high quality network of services dealt with congestion and supported sustainable regeneration. The Government stated that the £1 billion could be used to fund:
two new Metro lines a Bus Super Showcase Network a Red Routes network - the first outside London a strategic Park & Ride network enhanced walking and cycling facilities
1.3.7 We are fortunate to have this £1 billion pledge, but it does not equate to levels of future spending recommended by WMAMMS. So whilst the direction of the 2003 LTP remains unchanged,
LTP 2006 3 Introduction
our LTP2 programme has been influenced by the engagement process and amended to balance local, regional and national priorities. The planned new programme:
retains 'pump-priming' contributions to Birmingham New Street, Wolverhampton and Coventry station improvements supports regeneration initiatives supports improvements to help buses removes schemes linked to the Western Bypasses, which were rejected by DfT significantly reduces Metro expenditure supports network efficiency improvements through Red Routes and Urban Traffic Control improvements
1.4 This Local Transport Plan 1.4.4 This LTP2 has increased the involvement of stakeholders and the community, and provides 1.4.1 Our first two LTPs have succeeded in ways to both solve problems and enhance securing more investment and in raising awareness everyone’s quality of life. of transport issues amongst stakeholders and the public. Now we must build on that success and 1.5 The Structure of this Local Transport maintain or increase the pace of improvement. Plan 1.4.2 This LTP2 refines and takes forward the principles outlined in the 2003 LTP. It continues to 1.5.1 The following chapters deal with: focus on the Transport Shared Priority and Quality our Vision for the West Midlands of Life objectives, together with supporting local Metropolitan Area regeneration. Further consultation in 2005 has Transport in its Wider Context shown no significant change in the strong public support for the overall strategy. our Objectives and how these relate to the Transport Shared Priority 1.4.3 We have updated the 2003 LTP to take Travel and Transport Problems in our Area account of the 'up to £1 billion' pledge and new Travel and Transport Opportunities for Government Guidance and to align our policies and change programmes with other strategies outlined in Could how we have developed our Strategy not find task_96_ID_5 and discussed in Chapter 3 our Implementation programme ‘Setting Transport in its Wider Context’. We have how we intend to monitor Performance strengthened our partnership arrangements to ensure that other agencies consider transport from 1.5.2 In accordance with Government Guidance, the outset of their schemes. we have included examples and evidence of our achievements and details of how our LTP2 has been developed and will be put into practice. The Evidence remainder of this document contains the Finance Forms as required by the DfT, seven Annexes Transport planning officers have been working which provide more details about specific issues with the team that is developing the highlighted in the Guidance and a Glossary of terms Birmingham Eastern Corridor housing and abbreviations used in the document. proposals to ensure that the housing renewal strategy recognises and deals with travel and 1.5.3 A separate set of technical appendices, transport issues from the outset. providing background information, have been produced to support the LTP2.
4 LTP 2006 Introduction
Figure 1.1 LTP Context
LTP 2006 5 Introduction
6 LTP 2006 2 Our Vision for the West Midlands Metropolitan Area
7 Our Vision for the West Midlands Metropolitan Area
2 Our Vision for the West Midlands 2.1.5 The Regional Spatial Strategy recognises Birmingham as a 'World City' at the heart of the Metropolitan Area region. It identifies major challenges, two of which are: 2.1 The Vision Urban Renaissance - developing the major 2.1.1 Our Vision for the West Midlands Metropolitan urban areas to counter the unsustainable Area is for: outward movement of people and jobs which was facilitated by previous strategies a thriving, sustainable and vibrant Modernising the Transport Infrastructure to community where people want to live and support sustainable development of the region where businesses can develop and grow town, city and local centres that are 2.1.6 Our Vision is aligned with this Regional attractive and vibrant, where high-quality Strategy and provides the framework for more public transport is the norm and walking locally focused visions for each part of the West and cycling common-place Midlands Metropolitan Area. cleaner air and less congested traffic conditions a safer community with fewer road accidents and environments in which people feel secure equal opportunities for everyone to gain access to services and facilities, and enjoy a better quality of life with travel choices that are attractive, viable and sustainable
2.1.2 This Vision encompasses the four themes of the Transport Shared Priority agreed between central and local government, with the aim of improving the delivery of public services. The themes are to:
tackle congestion deliver improved accessibility improve road safety produce better air quality
2.1.3 These themes are developed in the next chapter and form a framework for how we present our LTP2.
2.1.4 The Government's vision for the West Midlands region, set out in the Regional Spatial Strategy(i) is:
'one of an economically successful, outward looking and adaptable region which is rich in culture and environment, where all people, working together, are able to meet their aspirations and needs without prejudicing the quality of life of future generations.'
i published as Planning Guidance for the West Midlands, RPG11, June 2004
8 LTP 2006 3 Setting Transport in its Wider Context
9 Setting Transport in its Wider Context
3 Setting Transport in its Wider Birmingham / Solihull Coventry, separated from the main Context conurbation by the 'Meriden Gap'
3.1 Introduction 3.1.4 The Black Country, on the western side of the Metropolitan Area, is an amalgamation of a 3.1.1 The West Midlands region includes the large number of villages and towns that grew during Metropolitan Area and the counties of Shropshire, the industrial revolution to create a continuous Staffordshire, Warwickshire and Worcestershire. urban area . It is the heart of the 'metal bashing' It also includes the Unitary Authorities of industry but, like many manufacturing areas, the Herefordshire, Stoke-on-Trent and Telford & dominance of traditional industries has declined. Wrekin. The region is home to 5.3 million people The Black Country is polycentric and has very and covers 13,000 square kilometres. mixed land use, reflecting its industrial past and today's changing circumstances. This manifests Figure 3.1 National Geography itself in complex movement patterns.
3.1.5 The Birmingham / Solihull area is at the centre of the Metropolitan Area. As the capital and economic centre for the region, Birmingham exerts an influence across the West Midlands and beyond. Birmingham city centre provides the UK's largest concentration of highly skilled, highly paid jobs outside south east England. The Regional Spatial Strategy recognises the need to strengthen Birmingham's role as the regional capital and to achieve 'World City' status.
3.1.6 Land use and transport patterns reflect Birmingham's central position and the complementary centres of Solihull and Sutton Coldfield. There are strong radial movements and distinctive land use patterns reflecting the growth of Birmingham over the last two centuries. Solihull contains both Birmingham International Airport and the National Exhibition Centre. It also has areas of countryside, which provide synergies with Coventry and Warwickshire.
3.1.7 Coventry, on the eastern side of the Metropolitan Area, is a free standing city separated by the 'Meriden Gap', an important area of countryside. It has many links with surrounding 3.1.2 The Metropolitan Area is at the heart of the Warwickshire. Coventry displays more conventional region and has strategic links with the rest of the land use and transport patterns, with strong radial country. It covers 900 square kilometres, is home movements in key corridors. for 2.6 million people and provides jobs both for its residents and many who live in the wider region. 3.1.8 The following three figures show our Area's peak period travel patterns. It demonstrates the 3.1.3 Our Area can conveniently be divided into differences between parts of the conurbation, three sub-regions, each reflecting characteristics particularly the polycentric nature of the Black that may go beyond individual local authority Country. boundaries. They are:
the Black Country, including Dudley, Sandwell, Walsall and Wolverhampton
10 LTP 2006 Setting Transport in its Wider Context
Figure 3.2 Highway Desire Line Movements 2001 (AM Peak)
Figure 3.3 Bus Desire Line Movements
LTP 2006 11 Setting Transport in its Wider Context
Figure 3.4 Train Desire Line Movements
The Directive on Strategic Environmental 3.1.9 Our LTP2 is consistent with a range of local Assessment (2001/42/EC) policy aims and objectives, set out in a variety of local strategies and plans. But other agencies and 3.2.2 This Directive requires us to examine the organisations also influence the transport network. environmental impacts of our LTP policies and They include local, regional, national and proposals and to identify appropriate mitigation European bodies, all of which contribute to the measures. framework within which local authorities must deliver services. 3.2.3 We have produced a Strategic Environmental Assessment Report (SEA) on the impacts of our 3.1.10 This chapter sets travel and transport in their LTP2 and have given statutory consultees and other widest context to ensure that our LTP2 meets local stakeholders an opportunity to comment. We have needs, caters for wider influences and is aligned undertaken considerable preparation for our SEA. with as many other strategies, objectives and We worked with consultants appointed by DfT (one targets as is practicable. These are considered in of only three LTP authorities to do so) to develop the following paragraphs. our approach. We engaged consultants to develop a methodology, undertake an objective assessment 3.2 European Directives and advise whether our approach is compliant with the Directive. We are also working corporately with 3.2.1 A range of European Commission (EC) all the Authorities to develop a consistent Directives affect our lives and are usually absorbed methodology that can be applied to all plans and into UK law. Travel and transport regulations limit programmes to which the Directive applies. the number of hours that train, coach, bus and lorry drivers can work. These affect service delivery and 3.2.4 The timescale for preparing this Final LTP2, thus indirectly affect our LTP2. An important issue taking into account new inputs including the DfT’s is the Directive on Strategic Environmental assessment of the Provisional (2005) LTP2 and the Assessment which relates to most public authority Major Schemes Regional Prioritisation Process, as plans and policies. well as the lengthy approval process involving eight different Authorities, is extremely tight. Therefore, our SEA consultation has been based on the Provisional LTP2. The consultation process and
12 LTP 2006 Setting Transport in its Wider Context
responses are set out in a report accompanying 3.3.5 This LTP2 provides the basis for the this LTP2. sustained investment identified principally in the West Midlands Area Multi-Modal Study and 3.3 Government Guidance recognised by Government in its £1 billion allocation response. It also fully accords with the Future of 3.3.1 Government sets the national framework with Transport themes of improving traffic management Acts of Parliament, Orders (Statutory Instruments) and planning ahead. Key elements of this LTP2 and Guidance. These provide the context within include options for making more efficient use of which other agencies, including LTP authorities, local roads, such as Red Routes, better Urban carry out their functions. The principal influences Traffic Control (UTC) systems, High Occupancy on our LTP2 are: Vehicle lanes and allowing freight vehicles to use bus lanes. We have been involved in Active Traffic a. The Transport Act, 2000 Management on the M42 motorway. We also have the country’s first tolled motorway in our region. b. The Future of Transport White Paper, 2005 3.3.6 The Objectives of our LTP2 align with the c. The Railways Act, 2005 White Paper’s underlying objective which is to ensure that the transport system underpins the d. The Future of Air Transport White Paper, economic revitalisation of the Metropolitan Area, 2003 contributes towards social inclusion and moves towards a more sustainable pattern of development e. Planning Policy Guidance / Statements and growth. We must balance the needs to travel with improving quality of life. f. Full Guidance on Local Transport Plans, Second Edition, 2004 (c) The Railways Act, 2005 g. The Traffic Management Act, 2004 3.3.7 The West Midlands lies at a vitally important crossroads in the national rail network. Our h. Other Key Government Policies residents as well as commuters and others travelling into our Area rely heavily on local rail 3.3.2 These are described below: services. Rail travel is both an opportunity and a cause for concern as we seek to balance the needs (a) The Transport Act, 2000 of long-distance and local passengers.
3.3.3 This Act requires the preparation of LTPs by 3.3.8 The Railways Act follows on from the local transport authorities, individually or for publication of the 2004 Future of Rail White Paper. combined areas. It requires authorities to take The White paper recognised that a high proportion account of Government Guidance relating to LTPs of track is shared by long-distance and local and travel and transport issues. It included passenger traffic and by freight users. This is provisions enabling local public transport authorities particularly significant in our Area. The White Paper to enter into Quality Bus Partnerships and Quality also recognises that decisions which more directly Bus Contracts as ways of improving local bus affect local transport are best taken at a local or services. The Act governs many service delivery regional level and should be linked with wider areas, such as local bus operations. It has a considerations, such as housing and regeneration. significant impact on LTPs and the delivery of travel and transport solutions. 3.3.9 Our LTP2 takes into account the West Midlands Route Utilisation Strategy, published in (b) The Future of Transport White Paper, 2005 July 2005, and on-going work on the DfT's (formerly SRA's) Regional Planning Assessment for the West 3.3.4 The Future of Transport sets out the Midlands. Government’s transport strategy and basis for long term planning for the next 20 to 30 years. It 3.3.10 The Act allows for Passenger Transport recognises that demand for travel will increase and Authorities (PTAs) to vary service specification or contains a strategy built around three central fares, provided they bear the cost. This provides themes: sustained investment, improvements in a possible opportunity to underpin LTP2 objectives traffic management and planning ahead. and delivery of schemes that meet the Transport Shared Priority. However, the prospect of the PTA
LTP 2006 13 Setting Transport in its Wider Context
/ Centro ceasing to be a co-signatory to local rail PPG3 Housing franchises may severely undermine integrated PPS6 Planning for town centres(i) public transport planning and provision. PPG13 Transport
3.3.11 Centro has been working with the DfT on 3.3.17 PPG3 promotes the provision of a decent the implications of the Railways Act. The new home for all and re-use of brownfield sites. The processes for specifying and funding local rail three objectives which relate to transport are to: services have yet to be fully determined. It is expected that a baseline service specification will create more sustainable development with be defined, which Centro will be able to vary accessibility by public transport to jobs, through agreements either with DfT or with train education and health facilities, shopping, operating companies. leisure and local services place the needs of people before ease of 3.3.12 We are unable to take a view as to how we traffic movement in the layout of residential might wish to vary this baseline until it is defined developments and we are also unable, at this stage, to take a view reduce car dependence by facilitating more on whether we might re-deploy resources between walking and cycling, by improving public modes. So far, we fail to see any obvious transport links between housing, jobs, local opportunities for reducing rail services, given the services and local amenities and by planning high levels of use on most routes. The more likely for mixed use scenario is that Centro will look to provide additional rail services above DfT's baseline and will seek 3.3.18 PPG3 specifically commends local funding support. authorities to revise parking standards in order to provide significantly lower levels of off-street (d) The Future of Air Transport White Paper, parking. It notes that an average of more than 1.5 2003 off-street parking spaces per dwelling is unlikely to reflect the Government’s emphasis on securing 3.3.13 The Future of Air Transport sets out the Government's long term aviation strategy. It sustainable residential environments. acknowledges that Birmingham International Airport 3.3.19 PPS6 seeks to direct retail, office, leisure (BIA) is the principal airport in the West Midlands. and other facilities, which generate large numbers Coventry Airport serves a niche role catering for air of trips, to town centres. This will increase freight and flown mail and, like Wolverhampton accessibility to all by a range of travel modes. It Business Airport, has a presence in the business also encourages housing in town centres, to aviation market. promote more sustainable development and less reliance on the car. 3.3.14 The Government’s preferred location for a new runway to meet future passenger demand in 3.3.20 The three objectives of PPG13 are to: the Midlands is at BIA, provided measures are put in place to mitigate local impacts. Our LTP2 promote more sustainable transport choices includes proposals to improve surface access to for both people and freight BIA in the short term. promote accessibility to jobs, shopping, leisure facilities and services by public transport, 3.3.15 The owner of Coventry Airport is also walking and cycling proposing further development. The scale and nature of this is the subject of a public local inquiry reduce the need to travel, especially by car in 2006. 3.3.21 PPG13 gives advice on the transport (e) Planning Policy Guidance / Statements implications of development and land use decisions, on managing travel demand and traffic, and on 3.3.16 These are statements of Government policy encouraging sustainable travel modes. It also gives which guide land use, transport planning and guidance on parking standards, and commends a associated decisions. Three are particularly consistent approach in order to avoid competition relevant: between locations over the supply or cost of
i Planning Policy Statement 6 (PPS6) is an updated version of Planning Guidance Note 6 (PPG6). It understood that PPSs will progressively replace other PPGs.
14 LTP 2006 Setting Transport in its Wider Context
parking, to the detriment of sustainable 3.3.26 Our LTP2 supports this agenda, particularly development. through tackling congestion, which has adverse effects on the competitiveness of our local (f) Full Guidance on Local Transport Plans: economy, and by improving accessibility so that Second Edition, 2004 more people are able to get to employment opportunities. 3.3.22 This Guidance sets out what LTP2s should include and explains the assessment criteria against 3.3.27 This has been recognised by Government which Government will score LTP2s. The score in its allocation of some £2.6 million, the largest will affect the amount of capital resources allocated award made to any local transport authority, from by Government to planned Integrated Transport its Transport Innovation Fund (TIF). Its purpose is expenditure. The score will also feed into each to consider innovative approaches to tackling local transport authority’s Comprehensive congestion taking full account of the opportunities Performance Assessment, carried out by the Audit offered by new technology. Commission. 3.3.28 We are keen to continue working with 3.3.23 The Guidance places emphasis on ensuring Government and other stakeholders on projects that LTP2s are truly corporate documents, which can improve regional and national influenced by and influencing the whole of local competitiveness through future allocations of TIF government within their areas, and that they are funding. A key area for such collaboration is the set in the context of regional economic and spatial redevelopment of New Street Station which, being strategies. Our LTP2 follows the Guidance as located at the core of the national rail network, has closely as possible, much of which mirrors practices implications regionally and nationally. already in place in our Area. The aim is to produce a good LTP that provides a firm foundation for future 3.3.29 Similarly, the Department for Work and investment in, and management of, transport to Pensions states, amongst its aims, that: support the long term regeneration of the Metropolitan Area. ‘We are promoting work as the best form of welfare, helping more people (g) The Traffic Management Act, 2004 into work and supporting those who can't work.' 3.3.24 Part 2 of the Traffic Management Act, 2004, places new network management duties on local 3.3.30 A number of our policies and proposals are highway authorities. It is the duty of each authority geared towards such ends, particularly the to manage their road network with a view to Accessibility Strategy. A large proportion of our achieving, so far as may be reasonably practicable investment will also take place in the Regeneration having regard to their other obligations, policies and Zones which seek to create job opportunities within objectives to secure the expeditious movement of or close to areas of need and to make city and town traffic on the authority’s road network and on road centres, where a large proportion of new job networks for which another authority is responsible. opportunities will be created, more accessible. The Act requires each highway authority to appoint a Traffic Manager who is responsible for meeting this duty. Evidence
(h) Other Government Policies We have also introduced a new target into the Final LTP2 which seeks to double the number Economy of interviews attended that are supported by Workwise type initiatives over the LTP2 3.3.25 The HM Treasury states that: period. Such projects require significant ‘Productivity growth, alongside high collaboration with local Job Centres. and stable levels of employment, is central to long-term economic performance and rising living standards. Increasing the productivity of the economy is a key objective for the Treasury.'
LTP 2006 15 Setting Transport in its Wider Context
Environment 3.4 Regional Guidance
3.3.31 The Government’s high level strategic 3.4.1 The Regional Guidance and Strategies most approach is contained within Securing the Future: relevant to our LTP2 are: The Government’s Sustainable Development Strategy (2005). This is supported by a number of a. The Regional Spatial Strategy for the West more specific strategies relating to the likes of Midlands climate change, energy usage and bio-diversity. b. The West Midlands Economic Strategy and 3.3.32 As part of the SEA process, the Action Plan 2004 – 2010 environmental implications of these strategies, as they relate to LTP2 policies and proposals, have c. The West Midlands Regional Housing been considered in some detail. (Please see Strategy Strategic Environmental Assessment, Environmental Report, Appendix B: Review of other Plans, Policies and Programmes for more 3.4.2 These are described below: information). (a) The Regional Spatial Strategy 3.3.33 The key recommendations of our 3.4.3 The Regional Spatial Strategy (RSS) was Environmental Report have been woven into this issued as Regional Planning Guidance (RPG11) in LTP2, particularly in the Quality of Life Section. June 2004. Our LTP2 takes full account of the 3.3.34 Urban Regeneration RSS, recognising the central role of the Metropolitan Area in terms of both employment and meeting 3.3.35 The Government published its Urban White housing demand. The LTP2 supports the objective Paper, "Our Towns, Our Cities, The Future, of reversing the trend of decentralisation of Delivering an Urban Renaissance", in the light of population and investment from the Major Urban the recommendations of the Urban Task Force as Areas (MUAs). chaired by Lord Rogers. 3.4.4 The vision for the region is set out in Chapter 3.3.36 In short, the White Paper seeks to ensure 2. It recognises that a step change in both policy that towns and cities become economic hubs and and delivery is required. The regional vision states that joined-up policy-making stems urban decline. that: It is not intended to dwell on the contents of the White Paper in great detail as its recommendations 'Compared with historical trends this are fully reflected in the West Midlands RSS which will require a significant redistribution this LTP2 is seeking to help implement. More of new development, investment, and details can be found in the next section. action particularly to support the development of the region’s transport 3.3.37 It is interesting to note, however, that the networks, to bring forward appropriate Urban Task Force, in responding to its initial development opportunities, and recommendations in The Urban Renaissance six improve the quality of the environment years on (2005), states emphatically that: within the MUAs.'
'Transport lies at the heart of urban 3.4.5 The RSS contains the Regional Transport regeneration.' Strategy (RTS) which, in turn, reflects Government Guidance and the plans of the Highways Agency 3.3.38 This is very much reflected in our LTP2, and the former Strategic Rail Authority. The RTS particularly in Chapters 3 ‘Setting Transport in its provides a spatial framework which has helped us Wider Context’ and 7 ‘Strategy Development’. prepare this LTP2.
3.4.6 The RTS for the West Midlands recognises that:
'the availability of car parking has a major influence on the means of transport people choose for their journey and their ultimate destination.'
16 LTP 2006 Setting Transport in its Wider Context
3.4.7 Local planning authority (LPA) parking one of the high priority challenges and is identified standards are a key tool in promoting sustainable because: development and reducing car dependency, but the RTS recognises the difficulty of balancing the 'Despite a pivotal position in the competition between urban centres in terms of national network providing significant parking restraint. It proposes that LPAs follow location advantages, inadequacies in PPG3 and PPG 13 guidance about levels of parking the region's transport infrastructure provision (ii). have a major negative impact on the regional economy, and adversely 3.4.8 The RTS also sets out a 'Priorities for affect the choices people make about Investment' table of regionally significant schemes. where to live and work; The table contains many of the measures proposed in our 2003 LTP and this LTP2, including: Traffic congestion is a fact of daily life in all major urban areas, with measures aimed at achieving behavioural conditions throughout the day change increasingly reflecting those of peak the M42 Active Traffic Management pilot hours, a situation exacerbated by scheme inadequate public transport. M42 widening, junctions 3 – 7 Congestion in the West Midlands Active Traffic Management for the M5 / M6 / motorway box (M6 / M42 and M5) is M42 Midland Motorway Box now a national issue with extensive passenger capacity enhancement at delays increasingly commonplace; Birmingham New Street Station Accessibility to, and within, rural parts improved surface access, especially by public of the region, especially to the west, transport, at Birmingham International Airport is poor; development of Bus Showcase / Quality Bus networks Birmingham New Street station is Red Route network development constrained by line and platform Metro extension through Birmingham city capacity and there are capacity centre to Five Ways constraints on the West Coast Main Metro extension from Wednesbury to Brierley Line, particularly the two-track line Hill between Coventry, Birmingham and further Metro extensions in the Birmingham Wolverhampton; and and Black Country conurbation Our challenge is, through close and (b) The Regional Economic Strategy energetic partnership, to find innovative solutions, and create a 3.4.9 The West Midlands Economic Strategy and safe, sustainable, world-class Action Plan 2004 – 2010 (RES) 'Delivering transport system which supports our Advantage', published in 2004, retains the core regional economy.' vision and objectives of the 1999 edition. The strategy’s vision is that by 2010: 3.4.11 The RES directs its resources to Regeneration Zones (RZs) and High Technology 'The West Midlands is recognised as Corridors (HTCs). RZs encompass concentrations a world class region in which to invest, of need and include the 10% most deprived wards work, learn visit and live and the most in the region, as well as most of the bottom 20%. successful in creating wealth to benefit The key aim is to increase economic activity and all of its people.' employment levels within these wards and strengthen links between areas of need and areas 3.4.10 The RES identifies 13 challenges that must of opportunity. There are four RZs within the be overcome. Five have been given highest priority Metropolitan Area: because they bear the greatest influence on realising the vision. The Transport Challenge is East Birmingham and North Solihull ii See Regional Spatial Strategy Policy T7, published as RPG11, Government Office for the West Midlands, June 2004.
LTP 2006 17 Setting Transport in its Wider Context
North Black Country and South Staffordshire of journey times and thereby helping business and South Black Country and West Birmingham economic regeneration. Coventry and Nuneaton (c) Regional Housing Strategy 3.4.12 Two Urban Regeneration Companies have been established, one in West Bromwich, the other 3.4.17 The over-arching aim of the emerging West in Walsall, as agencies to co-ordinate regeneration Midlands Regional Housing Strategy (RHS), in in these areas, within the two 'Black Country' terms of Urban Renaissance, is: Regeneration Zone. 'To develop a pattern of housing 3.4.13 Three HTCs have been identified for the investment that meets the needs and establishment of high value-added businesses aspirations of the people of the West linked to research institutions. These are located Midlands and, in conjunction with both in areas formerly dependent on the motor industry the Spatial Strategy for the Region (as and are predominantly within the Metropolitan Area. set out within Regional Planning The HTCs are: Guidance) and the Regional Economic Strategy develops patterns of housing Central Technology Belt (A38 Birmingham to provision which will support the Worcester) economic development of the region, Wolverhampton / Telford protect and enhance the environment, Coventry / Solihull / Warwickshire stem patterns of out-migration from the older urban centres of the region 3.4.14 The general location of the RZs and HTCs and contribute to urban and rural is shown in Figure 3.5 ‘Regeneration Zones and renaissance.' High Tech Corridors’. 3.4.18 RHS objectives support Urban Renaissance and set out to address:
Evidence issues of crime and safety The scale of investment anticipated in quality of the local environment and local Regeneration Zones is substantial. For services example, Advantage West Midlands (AWM) patterns of low demand and restructuring aims to reclaim 600 hectares of land and housing markets in such areas create 19,000 jobs, which will have how to prevent low demand spreading to other implications for the movement of people and neighbourhoods already at risk goods. 3.4.19 Our LTP2 supports the RHS by ensuring that transport investment is focused on accessibility, travel safety and quality of life in less well-off areas. 3.4.15 The RES is clear that funding from partners It also supports opportunities for brownfield is vital to ensure the success of the regeneration redevelopment and more sustainable ways of living strategy, which seeks to reduce discrepancies and working. between residents of RZs and the regional average. It states that: 3.4.20 The LTP2 also aligns with the Government's plan 'Sustainable Communities - building for the 'This target will be achieved only if future' and the complementary West Midlands public sector resources available in regional plan. These plans set out lasting solutions the relevant areas are amalgamated to reverse decline and to regenerate deprived to deliver Zone strategies.' areas.
3.4.16 Our LTP2 supports the RES by focusing the 3.4.21 Our LTP2 supports the aims of the Major Schemes programme primarily on the RZs Pathfinder initiative, particularly through the and HTCs, in order to reduce congestion and/or accessibility and safety aspects of Integrated improve accessibility. Area-wide Schemes, such Transport block schemes. The Birmingham - as Urban Traffic Control (UTC) and Red Routes, Sandwell Housing Pathfinder, one of only two such also support the RES by making better use of road initiatives in the region, has resources to make this space, reducing congestion, improving the reliability low-demand housing area more attractive.
18 LTP 2006 Setting Transport in its Wider Context
Figure 3.5 Regeneration Zones and High Tech Corridors
LTP 2006 19 Setting Transport in its Wider Context
Influencing Regional Strategies Quality of Public Spaces and Better Streetscapes (including Cultural Heritage and 3.4.22 In the West Midlands, we have an up to date the Historic Environment) RSS and RES and see one of the LTP2’s key roles as underpinning their implementation. The West 3.5.5 Birmingham City Centre, particularly the new Midlands Regional Assembly is currently subjecting Bullring development which removed (with LTP the RSS to a number of focused partial revisions Major Scheme funding) the concrete collar of the and this lends the opportunity for them to be inner ring road, is widely cited nationally as an informed by our LTP2. For example: example of best practice in urban design and regeneration. The Black Country Study, which is currently underway, is looking at options for 3.5.6 Its accolades include winning the Royal Town reorganising land use patterns that can be Planning Institute’s (RTPI) Silver Jubilee Cup and better served by public transport and the English Partnerships sponsored Award for encourage cycling and walking Planning for City and Metropolitan Areas. Regional parking standards are due to be addressed shortly and, through our LTP2, we will seek to ensure that they support our Evidence demand management measures We will continue to work with regional partners The Royal Town Planning Institute's (RTPI) to identify Strategic Park & Ride sites that premier award, the Silver Jubilee Cup for support both RSS and our LTP2 strategy 2004, was awarded to Birmingham City Council for 'The Bullring', Birmingham. 3.5 Quality of Life Issues The Judges commented: 3.5.1 It is widely acknowledged that transport, both in terms of operation and new infrastructure "The Bullring project is an outstanding development, has a bearing on quality of life. example of innovative and positive planning Quality of life issues have influenced our wider which has reclaimed public space for the LTP2 strategy and are weaved into the document pedestrian and has created a stimulating elsewhere as appropriate. In many instances there urban experience for all. By working in are also dedicated appendices which give further partnership with other public agencies, the background information on these issues. private sector and the community, the City Council is making Birmingham City Centre an 3.5.2 We have taken the opportunity to state clearly attractive environment for shopping, working, and categorically how we are addressing such entertainment and living and it is a worthy quality of life issues with appropriate evidence. A recipient of our award" number of these issues have come forward through consultation and analysis of Community Strategies. Source: RTPI Website
3.5.3 In developing our strategy, we have been mindful of the need to fully consider environmental implications. To this effect we have undertaken a Strategic Environmental Assessment (SEA) of the Provisional LTP2 to meet the requirements of the European Directive. This is detailed in the "Strategy Development" chapter whilst the recommendations and consultation responses have been incorporated in the following paragraphs and elsewhere in this LTP.
3.5.4 An SEA Statement also accompanies this LTP2 outlining in more detail how the recommendations of the SEA and Environmental Report, and responses to them, have been taken into account.
20 LTP 2006 Setting Transport in its Wider Context
3.5.7 This experience is being harnessed however, noted that individual schemes, particularly elsewhere to regenerate the city centre further, major ones, may have an impact. particularly the Eastside. The Major Scheme in this LTP2 will improve accessibility to this part of the 3.5.12 A number of checks are in place to mitigate city supporting regeneration and quality of public against any adverse effects. For instance, any space objectives. The scheme as a whole will, proposals that require planning consent are required amongst other things, provide some 3,000 - 3,500 to comply with Planning Policy Guidance Note new dwellings in a central location which will (PPG) 15: Planning and the Historic Environment encourage less reliance on the private car. and PPG 16: Archaeology and Planning, as well as local planning policies. Indeed a number of our 3.5.8 Birmingham is not the only place where we Authorities are in the process of defining specific are Improving accessibility, particularly for 'Character Areas'. Similarly, such issues will also pedestrians, as part of wider regeneration be considered in more detail at the project level EIA initiatives. The Phoenix Project in Coventry and stage. the Market Square development in Wolverhampton have significantly improved the quality and quantity 3.5.13 We have considerable experience of of public open spaces. Such improvements sensitively developing large scale projects so as to invariably help people with mobility difficulties, not respect local historic surroundings. For instance, only by segregating people and traffic but also by in promoting the Midland Metro Line 1 extension including specific measures designed to make through Birmingham City Centre, Centro worked moving around easier. Similarly, proposals to closely with English Heritage and other amenity redevelop the railway stations at New Street, groups to discuss the location and design of Coventry and Wolverhampton will make positive infrastructure and the impacts on key Listed contributions towards the public realm and the Buildings and Conservation Areas such as the Bradford Place Public Transport Major Scheme in Waterstones building, in New Street, and Victoria Walsall will create a new public square as well as Square. improving the operating environment for buses. 3.5.14 The emerging HAMPs and TAMPs will also 3.5.9 In terms of infrastructure design, Centro is in afford the opportunity to consider how maintenance the process of engaging engineering and regimes and asset management programmes can architectural consultants to prepare guidelines for safeguard the historical environment. A number of public transport infrastructure which will take into Authorities are also considering undertaking street account urban design principles. It also works clutter audits as promoted through English closely with local planning authorities and Heritage's - 'Streets for All' initiative. developers prior to development commencing to ensure that the most suitable infrastructure is Landscape and Biodiversity appropriately located. 3.5.15 Our LTP2 strategy underpins the RSS which 3.5.10 Centro is also one of the biggest local seeks to foster an urban renaissance by making commissioners of public art which is sited at key use of previously developed land within the interchanges and information points. The features Metropolitan Area. The aim is to counter the historic are subject to thorough consultation and usually out-migration of housing and jobs to the surrounding reflect the cultural and historical heritage of the shires. As such, this will have positive benefits on locality. This approach is to be formalised in the landscapes, open space and biodiversity within the near future with the proposed adoption of a public wider region as there will be reduced demands for art policy by the PTA in 2006. Furthermore, Centro development outside the Major Urban Areas. recently won the Birmingham Design Initiative 3.5.16 A central element of our strategy, within the Industry and Genius Award in association with Metropolitan Area, is to maximise the use of existing artists Renn and Thacker and Form Fabrications capacity through the implementation of Red Routes for its expansive public art programme. and UTC improvements. This will help reduce the 3.5.11 The impact of the Provisional LTP2 on the demand for potentially damaging large scale historic environment has also been considered as highway schemes. part of the SEA. It determined that, at a strategic 3.5.17 Our SEA has confirmed that the LTP2 will level, there is unlikely to be a significant impact on have no adverse impacts on internationally or historic buildings and areas, archaeological sites nationally designated sites of nature conservation and other culturally important features. It is,
LTP 2006 21 Setting Transport in its Wider Context
value although a number of schemes may have herbicide and the planting of native species. To an impacts on biodiversity at the construction stage. extent, a number of these issues are considered A number of Authorities already have protocols for as part of current maintenance regimes - the dealing with such matters, for example Centro's emerging HAMPs and TAMPs, however, give the Construction Code of Practice for Metro already opportunity to consider the matters in more detail. sets out a checklist for considering such matters and will be rolled out to cover all capital schemes Soil and Water in the near future. Furthermore, the relevant issues are also addressed at the project level 3.5.22 The SEA concluded that the Provisional Environmental Impact Assessment (EIA) and LTP2 would have a neutral or slightly adverse effect planning application stages. on soil quality, the latter being the case in relation to specific schemes. In the wider context, the LTP" 3.5.18 When drawing up scheme, Authorities will supports the agenda of reclaiming previously be mindful of the opportunity to safeguard and developed land within the Major Urban Area thus enhance biodiversity as is outlined in Planning obviating the need for excessive Greenfield Policy Statement (PPS 9) Biodiversity and releases for new development and infrastructure. Geological Conservation. Consideration will be given to the opportunity to provide features such 3.5.23 Furthermore, any detailed matters will be as wildlife corridors, additional trees, ponds, hedges considered at the project level EIA stage and there and scrub as part of new development proposals. is scope for scheme promoters to consider Defra's Similarly, the maintenance programme and Good Practice Guide for Handing Soils as part of particularly our emerging HAMPs and TAMPs will Construction Environment Management Plans also be mindful of such matters. (CEMPs) and as part of maintenance protocols.
3.5.19 The SEA, however, did consider that there 3.5.24 Similarly, the SEA concluded that the LTP2 would be significant averse impacts on open space is likely to have a neutral impact on water assuming in the Green Belt as a result of new Major Schemes, good management practices during construction namely the Brownhills Transport Package and the and maintenance. The emphasis should be on the Longbridge Link Road, both of which encroach on former as good design obviates the need for Green Belt in adjoining Staffordshire and excessive maintenance. Again, many localised Worcestershire respectively. We are in close liaison issues will be picked up at the project level EIA with the adjoining local authorities and other stage and via further discussions with the interested parties with a view to establishing the Environment Agency. most suitable solutions. It must be noted that the justification for such Schemes is based on meeting regeneration and local environmental objectives and do not merely increase highway capacity.
3.5.20 Similarly Schemes such as Northfield Regeneration, Selly Oak Access Road and the Minworth/Chelmsley Wood Link are likely to impact on open space. In the case of the first two Schemes, however, the removal of unnecessary through traffic will enable improvements to be made to the environment, accessibility and the public realm of two key local centres. With regard to the 3.5.25 The Environment Agency is of the view that latter scheme, the proposal is intended to open up the introduction of new drainage facilities in development land in an area of need and it will also association with infrastructure development can be provide environmental relief from traffic for nearby used to pick up existing drainage that has little or residential communities. no pollution abatement currently thus having a 3.5.21 The SEA also identified scope for positive, as opposed to neutral, benefit. This is environmentally sensitive management of the linked to the issues raised in relation to biodiversity existing transport estate as part of maintenance which suggests that scheme promoters should look regimes, measures suggested include the timing for opportunities to 'add value' when projects are and extent of highway verge maintenance, control drawn up. This approach will be encouraged, for of invasive species, sensitive use of pesticides and example Centro is currently drawing up a corporate
22 LTP 2006 Setting Transport in its Wider Context
environmental strategy one of the facts of which Healthy Communities will be looking to 'add value' through its projects. 3.5.28 People's health varies significantly across Community Safety, Personal Security and Crime our Area, closely reflecting levels of prosperity. This is relevant to the health of the nation, initiatives 3.5.26 The need to improve community safety, both to promote healthier communities and the Shared real and perceived, is a major concern across our Priority of narrowing health inequalities. Area. It features as a priority in Community Strategies and regularly features in polls of the 3.5.29 Linkages, actions and policies on health and issues that most concern people, for example the transport have historically focused on individual annual Birmingham MORI survey. Creating safer Health Authority / District Council boundaries and and stronger communities is also a Shared Priority. Health Action Zones. This was illustrated in our There are a number of particular strands such as 2000 LTP. Since then we have undertaken personal security and car crime, which are assessments of the impact of different policy integrated throughout our mainstream LTP and initiatives. The development of Community revenue expenditure. Strategies across our Area has also identified health as a key concern. 3.5.27 The Crime and Disorder Strategies in our Area have been reviewed to identify common 3.5.30 Our 2003 LTP was accompanied by a full themes and identify potential synergies between Health Impact Assessment (HIA). Although the different policy approaches. These reviews have broad direction of our strategy remains unchanged, been used in this LTP2 to help determine priorities we have sought advice from a local public health and programmes for action and in order to inform expert to verify that this is still the case. Further our revised shared target which now includes information can be found in the appropriate damage to transport infrastructure, as this impacts Appendix. on people’s perception of personal safety. Further information can be found in the Appendices. 3.5.31 To improve health and safety for all comprises one of our LTP2 objectives and is reflected in our approaches to reducing the number Evidence of accidents, improving air quality, promoting cycling and walking and implementing Safer Routes to The Park & Ride enhancement programme Schools schemes. within our Integrated Transport block seeks, where possible, to bring car parks up to the 3.5.32 Our Accessibility Planning Strategy also association of Chief Police Officer’s safer seeks to improve health by actually improving parking ‘Park Mark’ accreditation which is access to healthcare facilities and fresh foodstuffs supported by the Home Office. as well as examining opportunities to encourage cycling and walking. The promotion of walking, The rollout of our Bus Showcase infrastructure both for making short journeys and recreational / includes lighting at shelters and CCTV healthy walking will be a factor in the Authorities' surveillance at key interchanges. Rights of Way Improvement Plans.
In recognition that damaged infrastructure Sustainable and Prosperous Communities makes people reluctant to use public transport, Centro has a policy of regularly inspecting 3.5.33 In February 2003, the Government published shelters and replacing any damaged glazing ‘Sustainable Communities: Building for the Future’. within 24 hours. This included plans to deliver a step change in housing supply and renewal. In our Area, this has Centro has recently announced plans to set led to the designation of the Birmingham / Sandwell up a Safer Travel Police Support Unit whereby Housing Pathfinder which seeks wholesale renewal Police Community Support Officers will give and redevelopment of the area a uniformed presence on the bus network. 3.5.34 The Sustainable Communities Plan also sets out the Government’s vision for delivering better cities towns and suburbs. In the West Midlands this is largely reflected through the Regional Spatial Strategy with its urban renaissance
LTP 2006 23 Setting Transport in its Wider Context
and sustainable growth agendas. These issues, particularly in terms of the scale and location of new Evidence growth, have been considered in greater depth as part of our modelling and strategy development The Workwise project operating in Birmingham (see Chapter 7 ‘Strategy Development’). (Sparkhill and Springfield) provides free travel advice to unemployed people and covers the 3.5.35 The land use planning system is one of the cost of transport by issuing a one-day ticket key tools for implementing the Sustainable to interview and covering the cost of transport Communities Plan. More details of key policy for the first two months of employment. documents as they relate to our LTP2 are discussed in section 3.3 'Government Guidance'. The Swiftlink Demand Responsive Transport (DRT) service, which will operate within seven 3.5.36 We have also engaged with the Local of Coventry’s (LSP identified) priority Strategic Partnerships (LSPs) and ensured that our neighbourhoods by January 2006, has been LTP2 reflects their aspirations. There are numerous supported by NRF monies. references throughout this document to these linkages and the evidence below identifies key common themes which are addressed by the LTP. LSPs are also increasingly important players in Noise promoting the Accessibility Planning agenda. 3.5.40 Nationally some 23% of the population is affected by noise. It was recognised as an issue Evidence in the HIA of our 2003 LTP and continues to be a significant issue in many parts of our Area. As An audit of Community Strategies within our such, it has featured as an environmental concern Area has been undertaken as part of LTP2 in our SEA. At present, consideration is given to preparation. Access to jobs, health and the use of noise reducing road surfaces as part of education facilities are common themes across our maintenance programme. Also, planning the board. Improved accessibility is a key conditions and traffic regulation controls limit hours component of our LTP2 strategy. of vehicle access and operation in specific locations.
3.5.41 We continue to pioneer work in the UK on noise mapping through the Birmingham Updated 3.5.37 The National Strategy on Neighbourhood Noise Mapping Project (BUMP) which is supported Renewal sets out the principles for addressing the by Defra. ‘unacceptably bad conditions’ in many areas of the country’s poorer neighbourhoods. It acknowledges Obtrusive Light that poor accessibility is partly responsible for this and identifies LTPs as a tool for tackling it. All 3.5.42 The SEA concluded that light pollution or Metropolitan Authorities (except Solihull) are in 'obtrusive light' emanating from transport receipt of Neighbourhood Renewal Fund (NRF), infrastructure was a significantly adverse effect of some of which has been harnessed to provide the Provisional LTP2. The issues that arose have revenue support for Accessibility Planning (see been carefully considered by lighting engineers. evidence box). 3.5.43 Whilst the issues raised are appreciated, it 3.5.38 Local Community Strategies, LSP priorities must be noted that light spillage can be due to and Neighbourhood Renewal Strategies will reflection from surfaces, such as concrete or glass, influence the Authorities' planned expenditure, rather than inefficient lighting. Whilst it is particularly the Integrated Transport Block. The acknowledged that obtrusive light can pose implications for regeneration and social inclusion problems, adequate levels of illumination are figured strongly when developing and prioritising required for both urban design and safety and our Major Schemes programme. security purposes. Modern lighting is much improved and, as such, new schemes will be better 3.5.39 Further background information can be placed to address potential obtrusive light. This is found in the Social Inclusion and Community exemplified by the recent award won by Centro Strategies appendices. from the British Astronomical Society for its car park lighting scheme at Stourbridge Junction which
24 LTP 2006 Setting Transport in its Wider Context
minimises light spillage and uses guards to forecasts a slight reduction in C02 emissions in our minimise obtrusive lighting. The opportunity to Area by 2021. retrofit existing lighting will be considered as part of the ongoing maintenance programme. 3.5.46 Whilst acknowledging the conclusions of the SEA, we are of the opinion that our LTP2 approach, which supports the RSS policy of stemming out-migration, will have a less detrimental effect on climate change than would be the case if a decentralisation approach, which encourages longer-distance commuting, was adopted. This is supported by PRISM which forecasts car trips growing by 14%, double the growth in vehicle-kilometres. Similarly, a more concentrated settlement pattern makes travel by modes other than the car a more viable option and is reflected in our ambitious targets for growth in public transport patronage.
3.5.47 Our Congestion Strategy is also consistent with reducing carbon emissions by including measures such as workplace and school travel plans to reduce car travel at peak times and making better use of the existing highway network in order to reduce stop-start motoring.
3.5.48 Notwithstanding our Congestion Strategy, we acknowledge that more needs to be done and have made a successful bid for monies from the Government's Transport Innovation Fund (TIF). This will examine potential demand management Climate Change, Greenhouse Gases and Air measures in more detail - such measures are also Quality likely to have positive implications for climate change. 3.5.44 The Government’s Energy White Paper, 'Our Energy Future - Creating a Low Carbon 3.5.49 The SEA also suggests considering sourcing Economy Strategy' (2003) reaffirmed its energy from green suppliers so as to mitigate the commitment to reducing greenhouse gas emissions effects of climate change. This is done largely as by 12.5% below 1990 levels by 2008-12 and carbon a matter of course as Authorities seek to avoid payment of the climate change levy. we have dioxide (CO2) emissions by 20% below 1990 levels by 2010. In addition, it announced the intention to considered single renewable light sources, but there are concerns as to whether those currently available reduce total current CO2 emissions by some 60% by 2050. Road transport is estimated to produce can provide the level of lighting required. There is also the issue of the additional equipment that is about 20% of current CO2 emissions and is the fastest growing source. required being more prone to vandalism. Similarly, in terms of dimming street lights to save energy, it 3.5.45 The Environmental Report concluded that is still not considered that the electronic ballast the Provisional LTP2 is likely to have a significantly technology required is suitably reliable. adverse effect on climate change due to the Notwithstanding the above, however, the technology forecast 7% increase in vehicle-kilometres. This will be kept under review and evaluated as and concurs with DfT's view in the 'Future of Transport' when it becomes available. White Paper (2004) which states that emissions from road transport are likely to increase by 10% 3.5.50 The SEA also recommended that proposals, from 2000 to 2010 due to traffic growth offsetting when drawn up, and maintenance measures take improvements in fuel efficiency. Nationally, beyond account of the likely impacts of climate change and 2010, the trend changes due to slower traffic growth accommodate it accordingly. These issues will be and continued fuel improvements. This is taken into account as part of the emerging HAMPs consistent with the findings of PRISM which
LTP 2006 25 Setting Transport in its Wider Context
and TAMPs and also as part of the appraisal of better access to jobs and services, particularly Major Schemes. for those most in need Promoting the economic vitality of 3.5.51 Air quality is closely allied to climate change localities by supporting the business and, as one of the Transport Shared Priorities, improvement, providing positive conditions for forms a central plank of our LTP2 strategy. Air growth and employment, improving adult Quality Management Areas (AQMAs) have been skills, helping the hardest-to-reach into work declared in Birmingham and Wolverhampton (the and extending quality and choice in the whole authority area in each case) and in parts of housing market Coventry, Dudley, Sandwell and Walsall. These AQMAs result from an expectation that nitrogen 3.6.2 These Shared Priorities are accompanied by
dioxide (NO2) standards will be breached in these measurable Performance Targets which include:
areas, while PM10 levels are also rising. More details can be found in the Air Quality Strategy raising the standards across schools Statement. improving the quality of life and independence of older people 3.6 The National and Local Government reducing inequalities in health outcomes Shared Priorities improving delivery and value for money of local services 3.6.1 The Government and Local Government reducing crime and the fear of crime Association have drawn up a set of seven agreed improving the accessibility, punctuality and Shared Priorities for local government. These are: reliability of local public transport
Raising standards across our schools by 3.6.3 Many of the Shared Priorities and helping all schools match the excellence of Performance Targets can be influenced by better the best, sustaining improvement in primary travel and transport. This LTP2 is designed to schools, transforming secondary schools and support delivery of local transport services. ensuring that school workforces have sufficient capacity to raise standards 3.6.4 Government expects LTP2s to focus on Improving the quality of life of children, delivering a smaller set of key outcomes, reflecting young people and families at risk by the Shared Priorities: tackling child poverty, maximising the life chances of children in care or in need and 'improving access to jobs and strengthening protection for children at risk of services, particularly for those most abuse in need, in ways that are Improving the quality of life of older people sustainable: improved public by enabling them to live as independent lives transport, reduced problems of as possible and avoid unnecessary periods congestion, pollution and safety.' in hospital 3.6.5 The Transport Shared Priority has, for the Promoting healthier communities and purposes of preparing LTP2s, been refined into four narrowing health inequalities by targeting themes: key local services, such as health, education, housing, crime and accident prevention, to reducing congestion match needs and to encourage healthier improving accessibility lifestyles improving air quality Creating safer and stronger communities improving road safety by working with the police and other local agencies to reduce crime and anti-social 3.6.6 Achieving these will help Improve quality of behaviour, strengthen community cohesion life, another key objective of the Shared Priorities. and tackle drug abuse This LTP2 reflects these themes together with our Transforming our local environment by Vision of promoting economic vitality. improving the quality, cleanliness and safety of our public spaces Meeting local transport needs more effectively by improving bus services and other forms of local transport and by securing
26 LTP 2006 4 Objectives
27 Objectives
4 Objectives
4.1 The Transport Shared Priority
4.1.1 The Transport Shared Priority (TSP), as defined by Government for the purpose of preparing LTP2s, has four themes:
reducing congestion improving accessibility improving air quality improving road safety
The Government will look for evidence that the Shared Priorities (including the TSP) are at the heart of local transport strategies, although 4.2.2 These Objectives were adopted following prioritisation of the four themes of the TSP is left extensive stakeholder involvement and public for local determination. The Shared Priorities also consultation. In preparing our LTP2, we have inform the Audit Commission's work in developing analysed the Corporate Plans of the Metropolitan the Comprehensive Performance Assessment of Authorities and Local Community Strategies. We local authorities for 2005 and beyond. have also consulted with stakeholders and the public. 4.2 This LTP's Objectives
4.2.1 This LTP2 takes forward the Objectives of Evidence the 2003 LTP, which remain relevant and focused on the needs of our Area. The Objectives are to: The objectives of our LTP2 are consistent with the Coventry Corporate Plan, Coventry ensure that the transport system underpins Community Plan and Coventry Best Value the economic revitalisation of the West Performance Plan. For example, the 'first Midlands Metropolitan Area steps' for transport in the Community Plan are ensure that transport contributes towards to: social inclusion by increasing accessibility for everyone increase the frequency and availability move towards a more sustainable pattern of bus services of development and growth increase park and ride service availability improve safety and health for all encourage more adults and children to integrate all forms of transport with each walk, cycle or use public transport to get other, with other land uses, and other to work and school policies and priorities increase opportunities for safer cycling and walking
4.2.3 We have assessed the Objectives to ensure that they take account of Government advice and particularly the TSP. We believe that our Objectives provide the right direction for our Vision for the Metropolitan Area.(i).
4.2.4 Table 4.1 ‘LTP Objectives and Shared Themes’ illustrates the synergy between our LTP2 Objectives and the four themes of the TSP.
i see chapter 3
28 LTP 2006 Objectives
4.2.5 Our Objective of economic revitalisation of contributing to social inclusion accords with the accords with the Shared Priority of ‘promoting the Shared Priority of ‘improving the quality of life of economic vitality of localities’. Our Objective of older people'. improving safety and health for all accords with the Shared Priority of ‘promoting healthier communities 4.2.6 How we perform against our Objectives is and narrowing health inequalities’. Our Objective recorded in our Annual Progress Reports.
Table 4.1 LTP Objectives and Shared Themes
LTP Objective Transport Shared Priority
To ensure that the transport system Achieving this requires reduced congestion as well as underpins the economic revitalisation of improved accessibility to existing jobs and new employment the West Midlands Metropolitan Area opportunities.
To ensure that transport contributes Achieving this is synonymous with improving accessibility towards social inclusion by increasing but requires a focus on regeneration areas in defining priorities accessibility for everyone
To move towards a more sustainable Achieving this underpins improving air quality and pattern of development and growth contributes towards reducing congestion
To improve safety and health for all Achieving this is synonymous with improving road safety and improving air quality
To integrate all forms of transport with Achieving this will contribute towards reduced congestion each other, with other land uses and by making alternative modes more useable, as well as with other policies and priorities improving accessibility for travellers.
LTP 2006 29 Objectives
30 LTP 2006 5 Travel and Transport Problems
31 Travel and Transport Problems
5 Travel and Transport Problems (a) West Midlands Area Multi-Modal Study (WMAMMS) 5.1 Introduction 5.2.3 This study primarily focused on the conurbation within our Area. It proposed a strategy 5.1.1 This chapter reviews the transport issues to address social and economic problems, and to which affect people as they travel within, into and deliver an effective and efficient transport system through our Area. It deals with a number of areas which meets the economic and environmental including: objectives established through the Regional major transport studies Planning Guidance process. The study identified the needs of longer-distance travellers the following problems: cross-boundary transport planning inadequate facilities for cycling and walking travel and transport movements unreliable, expensive and often over crowded involvement of local partners, stakeholders public transport and the public lack of a high standard urban public transport system 5.1.2 Our LTP2 analyses opportunities to tackle transport problems in line with the Transport Shared lack of good public transport travel information Priority. lack of capacity at Birmingham New Street station and on the West Coast Main Line 5.1.3 In identifying current and emerging problems, congestion and safety problems arising from we have drawn on analysis from WMAMMS, CANS, car dependency our SEA and other studies. These have been severe congestion on the motorway system reviewed for their continued relevance and modelled inefficient use of existing road space on an ongoing basis through PRISM. More recently high costs of freight transport due to road the outputs from our Accession accessibility congestion modelling has been used to identify accessibility poor transport network in the west of the problems. conurbation congestion and access problems in growth 5.2 Major Transport Studies areas such as the Birmingham International Airport / NEC complex 5.2.1 Over the past five years, there have been a number of local transport studies. In addition, two 5.2.4 This assessment will be well recognised by sub-regional studies focusing on transport needs people who live or work in the area and is supported are underway; the Black Country Study and by other studies such as the 2001 Transport Coventry / Solihull / Warwickshire Study. Previous Surveys. Many of the problems have been around studies include: a long time. It is estimated that delays due to congestion cost the West Midlands £2.3 billion a. West Midlands Area Multi-Modal Study every year. b. Coventry Area Network Study (CANS) 5.2.5 WMAMMS considered transport needs for the next thirty years. Road transport, rail, light rail, c. West Midlands to North West Conurbations bus, walking and cycling all have a role in satisfying Multi-Modal Study future demand. Current transport problems are d. West Midlands to East Midlands severe and the study recognised that it will not be Multi-Modal Study possible to solve them simply by building new roads and railways. e. London to South Midlands Multi-Modal 5.2.6 So the study concluded that significant Study changes in travel behaviour would also be required. People would need attractive alternatives so they 5.2.2 These are described below: can choose when and how they use their cars. An improved 'street scene', better public transport, workplace travel plans, safer routes to schools and work, car sharing and teleworking would all need to contribute.
32 LTP 2006 Travel and Transport Problems
5.2.7 WMAMMS also recommended improvements 5.2.11 The cost of the recommended infrastructure to transport infrastructure including: over thirty years was estimated at £7.6 billion above current proposals. Some 60% related to improved facilities for walking and cycling public transport expenditure, with by far the largest a Red Route network to increase capacity of part being on rail schemes. The study viewed this the existing highway and improve journey level of funding as being realistic and affordable, reliability, especially buses based on an extrapolated Government 10-year Plan improved Urban Traffic Control systems assumption. bus improvements, including Super-Showcase Routes with extensive bus priority 5.2.12 The thrust of the recommendations for the a network of Metro lines first ten years was not significantly different from our 2000 LTP strategy, apart from greater emphasis major rail improvements including on influencing travel behaviour. There has been four-tracking between Coventry and insufficient capital funding for transport which has Wolverhampton and new tunnels under damaged the economic and environmental health Birmingham New Street station of the region. The foreword to the 2000 LTP said: a Regional Express Rail (RER) network providing high quality, frequent services 'The programme will not deliver the bypasses of Stourbridge and Wolverhampton, world class transport system needed with new links and improved roads within the by the conurbation and, critically, does Black Country not provide sufficient investment in the widening the M42 between junctions 3 and 7 first five years.' a host of more detailed schemes including strategic Park & Ride 5.2.13 The WMAMMS recommendations considered the funding required from the Highways 5.2.8 If the complete package of proposals was Agency, Strategic Rail Authority and private implemented, it was estimated that by 2031: sources. Some £3 billion needed to come from local authority funding, £0.7 billion from the overall hours lost to congestion would reduce Highways Agency and £4 billion from the rail to below 1999 levels industry. Delivery of the full package would require average delays per vehicle due to congestion close co-operation between all key stakeholders. would reduce by 20% relative to 1999 levels the share of travel by car in peak periods 5.2.14 The local authority element of the package would reduce from 76% to 60% would cost some £400 million annually, including the peak period share ot travel by train would the recommended Midland Metro network. increase from 2% to 8% (b) Coventry Area Network Study (CANS) the reliability of journey times would increase significantly 5.2.15 This study looked at the potential all Regeneration Zones within the West contribution of public transport to solving the Midlands would have improved accessibility transport problems of Coventry. It was considered that many of the generic issues raised by 5.2.9 These outcomes would all help to achieve WMAMMS were relevant to Coventry, but it was our broader policy objectives of reducing necessary to look closer at geographically-based congestion, helping economic regeneration and bus and light rail proposals. CANS looked just ten urban renaissance and improving environmental years ahead, to 2011. conditions and accessibility to jobs. 5.2.16 CANS made the following recommendations, 5.2.10 If the proposals are less than fully which were endorsed by the City Council and the implemented, the benefits would be fewer. WMPTA. Transport problems would get worse, with increased emissions of greenhouse gases and more road bus services to be retained as the core of the accidents. Regeneration and economic public transport system for the foreseeable development, both largely dependent on good future with a comprehensive network upgrade transport links, would also be severely a Bus Quality Contract may be required if a compromised. Bus Quality Partnership cannot be made to work
LTP 2006 33 Travel and Transport Problems
in the longer term there is a need to to four-track the line between Rugby and investigate further Light Rapid Transit on the Birmingham. Coventry - Nuneaton route, and the potential for Guided Light Transit ('People Mover') for 5.3 Meeting the Needs of connections in the city centre Longer-Distance Travellers joint working between Coventry, Solihull, Warwickshire and Centro needs to be 5.3.1 The West Midlands lies at the heart of both encouraged the national rail and road networks. This location and the presence of an international airport means 5.2.17 The study recommended enhancements on that there is a range of demands for international, more than 80 kilometres of bus routes along fifteen national and regional journeys that must be corridors. The overall cost, including more frequent accommodated alongside local trips. The result is services, would be nearly £90 million. severe pressure on local and national rail services as well as on local and strategic roads. (c) West Midlands to North West Conurbations Multi-Modal Study 5.3.2 The Metropolitan Authorities have a proven track record of working with the Highways Agency 5.2.18 This study made significant proposals for (HA) to ensure that national and local needs are both rail and M6 motorway enhancements, but no met in a way that minimises the impacts of traffic specific proposals relating to the West Midlands on each network. We have integrated our Metropolitan Area other than more Birmingham - MATTISSE system with the National Traffic Control Manchester rail services. The assumptions of this Centre at Quinton. We are working with the HA on study had already been fed into WMAMMS so that the Roads Information Framework (RIF) initiative the two studies were internally consistent. and have contributed to one of the demonstrator projects that form the first part of the long term RIF (d) West Midlands to East Midlands Multi-Modal programme. Our Chief Engineers and Planning Study Officers Group (CEPOG) is represented on the 5.2.19 This study considered a broad area centred Midlands Motorway Box Route Management on the M42 motorway between the Metropolitan Strategy Board and the HA is represented on Area and Nottingham. The recommendations CEPOG and its sub-groups. included proposals that would affect travel into and 5.3.3 Birmingham New Street station is the hub of within our Area, including: most local services and the national rail network. a new station with Park & Ride and bus Its daily passenger flows, excluding interchange facilities at Coleshill on the through-passengers, make it the busiest station Birmingham - Nuneaton - Leicester line outside London. It currently has passenger capacity problems during busy periods. We are working with a rail-bus link between Coleshill and the Dft (Rail) to develop local and regional services, Birmingham International Airport (BIA) which offer sustainable travel in our Area, and on a strategic Park & Ride cordon around the a Major Scheme to turn New Street Station into a West Midlands Gateway that is worthy of the country’s second city substantial improvement to public transport and which fully meets the needs of local people and between Nuneaton and Coventry long-distance travellers. improvements to the A38 between Lichfield and Birmingham improved road access to BIA via the A45 and the B4438 roads
5.2.20 The study was submitted in 2003 and the Government's response is still awaited.
(e) London to South Midlands Multi-Modal Study
5.2.21 This study considered travel along a corridor which includes the A1, M1, A5 and M40 strategic routes. It noted the constraint on rail services into the West Midlands and included a recommendation
34 LTP 2006 Travel and Transport Problems
5.3.4 Birmingham is also a centre for scheduled and from Birmingham New Street, Coventry, inter-city coach services, with terminus and Northampton, Rugby, Walsall and Wolverhampton. interchange facilities at Digbeth coach station (soon It also has regular scheduled inter-regional coach to be refurbished by the owner in partnership with services and is close to the M42 and M6 the City Council). We recognise the importance motorways. The newly introduced Active Traffic of coach services, which widen choice and often Management on the adjoining section of the M42 provide low-cost, longer-distance journeys which will help the Airport's surface access. is especially important for people with limited incomes. Birmingham's popularity as a shopping 5.4 Cross Boundary Transport Planning and leisure centre also attracts non-scheduled coaches. Issues such as coach parking are 5.4.1 This LTP2 is a cross-boundary document, routinely reviewed and discussed with operators. jointly developed by all the Metropolitan Authorities. A number of scheduled coach services also run The scale of the Metropolitan Area’s influence is from other principal centres, particularly Coventry such that the LTP2 could not sensibly equate with and Wolverhampton. In such instances, operators Travel To Work Areas. However, we liaise regularly tend to use bus stations or on street facilities. with adjoining local authorities as well as other organisations whose activities transcend our administrative boundaries.
5.4.2 The Regional Transport Officers Group (RTOG) was formed a number of years ago to facilitate cross-boundary working at regional level. County, Unitary and Metropolitan Authority officers attend, alongside representatives of the Regional Assembly, Advantage West Midlands, Highways Agency, DfT (Rail), Birmingham International Airport and transport operators. CEPOG is also represented on this Group.
5.4.3 RTOG provides technical support to the West Midlands Transport Planning Partnership (a committee of the Regional Assembly). Its work 5.3.5 Birmingham International Airport caters for helps to ensure that cross-boundary issues between the needs of even longer-distance travellers, the Metropolitan Area and surrounding county and offering flights to domestic, European and other unitary authority areas are addressed effectively, international destinations. guided by the Regional Transport Strategy and influenced by other agencies’ objectives.
5.4.4 Officers from the local authorities also meet individually to focus on specific LTP issues in order to ensure cross-boundary coordination. Metropolitan Authority and/or Support Team officers participate in or have links with other bodies that deal with transport issues, such as the regional Freight Quality Partnership and West Midlands Business Transport Group.
5.4.5 The following paragraphs highlight some examples of cross-boundary working between Metropolitan Authority officers and our counterparts in adjoining local transport authorities.
5.3.6 The airport is served by Birmingham 5.4.6 Our Major Scheme on Wobaston Road in International Station on the recently improved West Wolverhampton is designed to provide proper Coast Main Line with direct inter-regional services access to the regionally important 'i54' site that lies to and from Edinburgh, Leeds, London, Manchester within South Staffordshire. We also support and the south coast, as well as local services to Staffordshire's proposal to develop major Park &
LTP 2006 35 Travel and Transport Problems
Ride facilities at Brinsford, just north of the M54 any time. A significant proportion of the population motorway, which will serve 'i54' and adjoining lacks a driving licence and 50% of people rely on facilities within the Metropolitan Area and non-car modes for their daily travel. Wolverhampton city centre, and we are working with Staffordshire to improve local rail services between our two areas.
5.4.7 We support the principle of a Worcester Parkway station, proposed by Worcestershire County Council (WCC), to help relieve traffic on the M5 leading into our Area. We plan to extend the 'Help2Travel' (MATTISSE) information system to cover much of Worcestershire, particularly to assist travel in the Central Technology Belt that includes Worcester and Malvern. The development of the Longbridge Link Road proposal is also being advanced in partnership with WCC. 5.5.3 Transport surveys taken across the 5.4.8 A further example is the Coventry, Solihull & Metropolitan Area in 2001 show that households Warwickshire sub-regional study. We are with a car make 78% more trips than those without considering extending the Coventry Rapid Transit a car (2.25 and 1.26 trips per household per day Major Scheme north and south of the city, to respectively). Car ownership increases accessibility Nuneaton and Kenilworth. We support and offers personal benefits but it also increases Warwickshire's proposals for the Coleshill traffic and congestion and contributes to a decline Interchange which will enhance access to BIA / in the use of public transport services. NEC area; and we support improvements to junction The Transport Network 15 of the M40 in Warwickshire, as congestion here impacts on the strategic links to our Area. 5.5.4 The Metropolitan Area has to accommodate people and goods travelling through, as well as into 5.4.9 By taking this approach, we have developed and within, the Area. The strategic roads (M6, M5 our LTP2 in a way that fully addresses local and and M42) and railways (West Coast Main Line and regional needs and opportunities across Cross-Country route) have suffered from lack of administrative boundaries. investment and have become bottlenecks rather 5.5 Travel and Transport Movements than thoroughfares. 5.5.5 We have a wide range of transport facilities 5.5.1 Transport is not an end in itself. As within the Metropolitan Area including: individuals, we use the transport system in order to do other things. Travel is a reflection of people’s 12 local rail services lifestyles, income levels and the way industry, 70 railway stations businesses and the service sector organise their 4,800 rail-based Park & Ride spaces activities. The way we travel also has an effect on the way we live and on quality of life. 15 rail freight terminals one Metro line Car Ownership 23 metro stops local bus services operating 2.8 million km / 5.5.2 The average ratio of car ownership in our week along 450 routes Area is 47 cars per 100 residents. This varies from more than 2,000 buses 42 cars per 100 in Sandwell and Wolverhampton 14 bus stations to 61 per 100 in Solihull. However, this disguises 40,000 registered users of Ring and Ride larger differences between households with more 7,600 kilometres of highway than one car and those no access to a car. Levels of car ownership have increased steadily over 650 traffic controlled junctions recent years, but one in three households still have more than 100,000 publicly-available parking no car (see Figure 5.1 ‘Households without access spaces in town centres to a car’). Although 67% of households have at the region's principal international airport, with least one car, not everyone has can use a car at two local airports just outside the Area
36 LTP 2006 Travel and Transport Problems
Figure 5.1 Households without access to a car
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Figure 5.2 Highway Network
38 LTP 2006 Travel and Transport Problems
Personal Travel Figure 5.4 Personal Travel by Main Mode
5.5.6 Travel patterns vary in time, purpose and mode. About a third of all measured trips are for commuting to and from work, with a further quarter related to education. Shopping accounts for almost a quarter of movements (see Figure 5.3 ‘Personal Travel by Trip Purpose’). Well over half of all journeys are made by car, while nearly a quarter are by bus or rail. Most of the rest are by foot, with just 2% by bicycle or other mode (see Figure 5.4 ‘Personal Travel by Main Mode’). An under-recording of short walking trips should be recognised when considering this data.
Traffic
5.5.8 Car ownership has continued to grow and congestion is a constraint to traffic growth within urban areas, particularly at peak times. Traffic 5.5.7 The morning peak hour from 08:00 to 09:00 levels across the Metropolitan Area in 2003 were includes 17% of all daily trips, with a slightly lower almost 17% higher than in 1987, though most of percentage in the evening peak hour. The the increase occurred in the first five years. This phenomena of 'peak spreading', i.e. peak periods compares with a national increase of 38% (see starting earlier and finishing later, is evident over Figure 5.5 ‘Trends in Traffic Growth’). There is clear recent years. evidence that traffic levels during peak hour shoulders have increased rapidly and that there Figure 5.3 Personal Travel by Trip Purpose has been a growth in inter-peak period traffic.
5.5.9 Traffic speeds in the morning peak continue to decline and journey reliability has decreased. Figure 5.6 ‘West Midlands Traffic Speeds by link - 2002 AM Peak’ and Figure 5.7 ‘West Midlands Traffic Speeds by link - 2004 AM Peak’ illustrate this decline.
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Figure 5.5 Trends in Traffic Growth
Figure 5.6 West Midlands Traffic Speeds by link - 2002 AM Peak
40 LTP 2006 Travel and Transport Problems
Figure 5.7 West Midlands Traffic Speeds by link - 2004 AM Peak
Public Transport 5.5.10 Modelling indicates that the annual cost of congestion in the West Midlands will increase from 5.5.11 Rail use has grown steadily in recent years £2.3 billion in 1999 to £2.5 billion by 2006 if nothing and, nationally, there are now more passenger trips is done. Congestion is economically, than at any time since the 1950s, on significantly environmentally and socially damaging. In the less track. Birmingham New Street is the focus of WMAMMS and 2003 LTP consultations, businesses most local and regional trips in our Area and is an said that congestion was made them less important national station. It has seen especially competitive and freight transport users reported significant growth during 2004, with increased unreliability and a lack of confidence in delivery off-peak travel generated by the revitalised city times. On-going dialogue with stakeholders, centre. including the West Midlands Business Transport Group, repeatedly identifies congestion as a major 5.5.12 For the main public transport modes, issue. passenger trips in the West Midlands in 2004/05 totalled:
bus: 315 million rail: 29.3 million (excluding through trips) Metro: 5.0 million
5.5.13 Figure 5.8 ‘Travel to work in the West Midlands 1991-2001’ shows the increase in rail use for the journey to work, but a decline in bus use (and walking and cycling). As might be expected, travel by car has grown, but so has working from home (a 'Smarter Choice').
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Figure 5.8 Travel to work in the West Midlands 1991-2001
5.5.14 Bus companies report delays to their services as unacceptably high. The principal bus operator in our Area, Travel West Midlands, has identified some thirty locations and nearly 100 kilometres of road where severe congestion affects reliability on a regular basis. Operators are prepared to invest in highway facilities to reduce delays: an example is a bus gate on Highgate Middleway in Birmingham that allows buses to make a time-saving right turn.
5.5.15 Most of our Area is built-up but we do have one area, the 'Meriden Gap', that is predominately Road Safety rural. This area is least well served by conventional bus services and is also the main area for 5.5.16 Traffic accidents remain a major concern equestrian activities. The particular problems of despite a significant reduction in the numbers of this area are tackled with niche services such as people killed or seriously injured in recent years demand responsive bus services. (see Figure 5.9 ‘Trends in Road Casualties 1994-2004’). In 2004, there were 82 people killed and 1,067 seriously injured; total casualties (including those slightly injured) fell to 11,814. Pedestrian and cyclist casualties have generally fallen in recent years, but powered two-wheeler casualties have increased. To some extent these trends mirror changes in the use of these modes.
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Figure 5.9 Trends in Road Casualties 1994-2004
management planning will however provide the 5.5.17 Cycling on major roads has been falling for robust framework necessary to enable consistency many years, but investment in off-road facilities has and rigour to underscore our efforts to deliver the encouraged more cycle use on specific routes. challenging targets that are necessary to achieve Pedestrians have seen improvements to footways, the quality of infrastructure our transportation notably at junctions and in pedestrian areas, but system requires. there are still many impediments to safe, easy walking. 5.5.20 Some bridge strengthening is required on the Primary Route Network in order to carry heavier 5.5.18 Concerns for personal safety and security lorries. The strengthening programme for railway influence people’s choice of transport and whether structures is less well advanced and requires further or not they travel at all. These concerns are held work in partnership with Network Rail. The Asset particularly by people in deprived areas and by Management Plan will help to prioritise the women, the elderly, ethnic minorities and the less programme. There is a greater need to address mobile. an increasing backlog of bridge maintenance and the many sub-standard bridges on local roads in The Road Network order both to remove existing, and prevent further, restrictions on commercial traffic and public 5.5.19 Recent increases in expenditure on transport. maintenance are beginning to show benefits, even though some problems remain with the condition Accessibility of both roads and footways. Regular changes in the prescribed national methodology for monitoring 5.5.21 An individual's ability to access the essential the condition of roads, and the determinants for services that enhance every day living are measuring backlog mean that it has been very constrained by many factors - including those difficult to produce accurate trend information or highlighted above. The particular problems that useful comparisons based on national criteria impact on accessibility are set out in detail in the alone. The current investment in asset Accessibility Strategy of this LTP2.
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5.6 Travel and Transport Issues cyclists and motorcycle / scooter users. Casualties are disproportionately higher in deprived areas. 5.6.1 Travel and transport issues all ultimately The desire for safer motoring was strongly endorsed relate to one or more of the four themes of the during consultation and further reflected during talks Transport Shared Priority, as set out below. with local communities on the implementation of individual schemes. 5.6.2 Congestion blights many journeys into or within our Area. Demand exceeds available 5.6.6 The causes of accidents are diverse. capacity at certain times and in some locations, Targeted programmes must be effective in both on road and rail. Congestion has an adverse preventing or reducing accident severity. Progress effect on the economy and our objectives of urban has been good, reflected by our designation as a renaissance and reversing dispersal trends. It can Centre of Excellence for Integrated Transport make commuter journeys more stressful and delay specialising in road safety, but road safety is still a buses which should offer a viable alternative to the matter for concern. All injury accidents reported to car for some journeys. Congestion can make the police are recorded on a computerised deliveries less reliable and deter investment in the database. This is used to identify particular West Midlands. Tackling congestion is a key problems, justify actions on petitions, monitor the element of our LTP2. results of schemes and analyse trends against targets. We have made our road safety targets for 5.6.3 Poor air quality affects everyone. Increasing 2005 more stretching. traffic levels and congestion cause less efficient motoring and more emissions. Poor air quality can lead to health problems. It can also exacerbate health problems for, say, people who already suffer from asthma and live in inner urban areas or near heavily-trafficked roads. Transport emissions contribute to global warming and climate change.
5.6.4 Improving accessibility is a key element of the LTP2 and is particularly important for those who suffer social exclusion. Consultation has shown this to be an important local issue. Our LTP2 focuses on access to work, education, health facilities and fresh food, reflecting Government Guidance. Our Accessibility Strategy and Action Plan is set out in the Accessibility Annex. Included in this are a number of cross cutting issues that impact on a range of problems.
5.6.5 Road Safety is important because of the pain, suffering and costs that accidents cause. It is particularly tragic when accidents involve children and other vulnerable groups including pedestrians,
44 LTP 2006 6 Opportunities
45 Opportunities
6 Opportunities 6.2.5 Centro maintains a database of public transport information, including surveys of 6.1 Introduction patronage, service reliability and punctuality, and use of Park & Ride facilities, and local authorities 6.1.1 The preparation of this LTP2 gives an hold information on parking availability and use. opportunity to develop a strategy that will underpin 6.2.6 The Authorities hold databases on the wider regional and sub-regional aspirations. The condition of carriageways and footways which are Metropolitan Area will be the focus of considerably based on regular monitoring, much of it jointly more investment and development up to 2011 and procured. The Authorities also have databases of beyond. This will mean significantly more people highway structures, principally bridges, culverts and living and working in our Area, leading to more trips. street lighting. These databases help to inform and 6.1.2 In order to ensure that our Strategy is robust, prioritise maintenance programmes. we have used a range of analytical tools and also Predicting Future Issues taken into account the following: 6.2.7 We have developed methodologies to enable stakeholder consultation and local future problems to be identified and to assess acceptability options for amelioration. These include: technical suitability value for money a. transportation models evidence based effectiveness affordability. b. accessibility studies
6.2 Analysis Methodologies c. other methodologies
6.2.1 This chapter outlines the scope and nature of the technical tools used in our analysis of 6.2.8 These are described below: problems and opportunities. By using extensive (a) Transportation Models databases, and state of the art modelling we strive to avoid assumptions that may not be supported by 6.2.9 Our principal analytical tool, the PRISM evidence in developing our Strategy. model, has been developed in partnership with the Highways Agency. PRISM is a sophisticated model Databases involving a £4 million investment over four years, 6.2.2 The Metropolitan Authorities have long commencing with extensive traffic surveys that were co-operated in monitoring and analysis of key carried out in 2001. The model has been used to statistics. This enables problems and trends to be evaluate alternative transport assessments for the identified, and schemes and policy interventions to period up to 2031. It has considered the effect of be effectively targeted at both strategic and local alternative transport and land use options including levels. the effect of the revised policies of the Regional Spatial Strategy (RPG11) for reversing population 6.2.3 A sophisticated web-based system dispersal, housing and employment. PRISM (www.strat-e-gis.co.uk/spectrum) enables traffic produces much more than just link based traffic surveys, road accident records and Census flows; it produces outputs of projected noise levels, information for the West Midlands to be linked and environmental pollutants, air quality, accessibility analysed. These data sources are supplemented as well as all of the inputs required for scheme by specific surveys. We have also piloted the evaluation and economic assessment. analysis of ITIS vehicle tracking data to improve the monitoring of congestion. 6.2.10 We have used PRISM in the strategic development of the LTP2. It has also provided a 6.2.4 We have a GIS planning system which framework for establishing local models. These identifies and monitors development sites. It enable local assessment of the implications of analyses information both at a regional level, and area-wide programmes and individual schemes, across the Metropolitan Area in greater detail. The taking account of future growth proposals, other system can, for example, focus on areas of policies and network changes. PRISM has also deprivation. helped us prioritise our Major Schemes programme.
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(b) Accessibility Studies achieve, as far as possible, the objectives and targets of the Transport Shared Priority, and for 6.2.11 The formal issue of the Accession software economic regeneration and quality of life. and guidance was delayed. This together with initial problems it had with handling the amount of data 6.3 Involving Local Partners, required for our Area means we are not as far Stakeholders and the Public forward as we would like to be. However the strategic assessment has been completed and is 6.3.1 We identify opportunities to deliver a better detailed in the Accessibility Strategy and we are quality of life to local communities through a range now focussing on more detailed examination of of mechanisms: local issues. a. Corporate Working 6.2.12 In parallel with the accession work we initiated pilot studies on improving accessibility, b. Partnership Working particularly for those in deprived areas or without access to a car e.g. to health centres. These c. Local Consultation studies cover the East Birmingham / North Solihull Regeneration Zone, Walsall and Dudley. These have identified potential opportunities that have 6.3.2 These mechanisms provide opportunities to been reflected in the Accessibility strategy. disseminate information and obtain opinions from stakeholders and people and groups in the (c) Other Methodologies community. The fundamental issue is a better understanding of problems, needs, desires, 6.2.13 We have established links between constraints and opportunities by all concerned. databases, models and other technical areas to This has also provided a basis for previous LTPs enable future problems to be identified and to influence other agencies' decisions, including addressed. An example is the joint working decisions within our partner authorities. This LTP2 between Environmental Health Officers on will continue to influence relevant decisions across quantifying and mapping noise and air pollution a wide range of other activities, including levels. We have linked the PRISM and Air Viro regeneration, housing and other aspects of local models so as to be able to produce more accurate authority responsibilities. How we achieve this is air quality forecasts in the future. Further modelling discussed in the following paragraphs work is currently underway using Air Viro to explore (a) Corporate Working the predicted levels of NO2 in 2011 in a ‘do nothing’ scenario. In due course this will help us to refine our existing air quality target: to reduce the average 6.3.3 Corporate working is an essential way of level of NO by 1% between 2004/05 and 2010/11 ensuring both that the LTP2 takes account of the 2 widest possible range of issues and that transport in the areas where NO2 exceeds the national objective issues take a central role in the decision-making processes affecting other local authority services.
6.3.4 Leaders and Chief Executives of the Metropolitan Authorities have increased their focus on the LTP2 and especially its targets and scheme delivery. In particular, the Chief Executives have established a Transport Steering Group. This ensures that our LTP2 is a corporate document, taking account of needs within individual areas, and that it will achieve better value for money and greater acceptability through inter-departmental working between Authorities. Members from the eight Authorities have formed a Monitoring Group, reporting to the Planning & Transportation Sub-Committee, explicitly to monitor progress and, where necessary, identify actions to get 6.2.14 Each methodology helps to ensure that we programmes back on track. balance value-for-money at the strategic level and
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6.3.6 Examples are emerging from work on Evidence accessibility planning. Birmingham City Council has set up a corporate accessibility group to ensure The LTP2 policies and overall programme there is focus on the accessibility agenda have been subject to an exhaustive throughout the Council. Walsall MBC has programme of scrutiny and discussion with established links with the education service to Members and senior officers in each ensure that a pilot study looking at borough-wide Authority. This started early to ensure that access to post-16 education can progress smoothly. any feedback could be taken on board to shape the overall strategy. The first stage of this process involved liaison with senior Evidence officers from each Authority directorate. In Dudley, transportation and education officers have met to examine the future provision of schools against the background 6.3.5 The membership of CEPOG, that oversees of falling rolls using Accessibility Planning to production and implementation of this LTP2, inform the debate. This will be relevant in the comprises officers who are responsible for other context of the 2005 Schools White Paper functions in addition to transportation planning and 'Higher Standards, Better Schools For All'. engineering implementation, including local and The aim is to take a similar approach with regional spatial planning and regeneration. Through social service’s provision of adult services them, transport policy and decisions are closely integrated with and influence other local authority decisions. This is in addition to the formal structures that ensure that key policy documents, including the LTP2, influence the work of all local Evidence authority departments. We are in the process of preparing a handbook that will give guidance as to how Evidence the land use planning system can help implement the LTP2. Issues covered will The previous LTPs have influenced and include parking provision, developer facilitated Coventry City Council’s regeneration contribution and accessibility to key facilities. of the northern side of the city centre over the It is anticipated that the handbook will be of past five years. Transport policy to reduce use to policy and development control officers. city centre traffic, whilst enabling buses to maintain access to key locations within the city centre, has helped create a new pedestrian environment in place of a (b) Partnership Working previously busy traffic junction, as well as provide an enhanced setting for the City’s 6.3.7 Regular consultation and joint working Transport Museum. arrangements with partners can both maximise the efficient use of resources and produce benefits for local communities. At the strategic level, we have been involved with Advantage West Midlands, the Regional Assembly and other authorities in the Region to undertake studies of common problems. Recent examples of this has been the the Regional Freight Study and the Study on Lorry Parking aimed at improving services to businesses. These studies are helping to fill gaps in facilities. At the implementation level, a recent example has been the coordinated approach to the simultaneous maintenance of the M6 and A38(M) during the summer of 2004, involving Birmingham City Council, Centro and the Highways Agency. We are also the
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first area to have signed memoranda of understanding with the Highways Agency and Evidence Police in respect of incident management and control of the national and local highway networks. Relationship between transport and health. A Specialist Registrar in Public Health from one of our Area's Primary Care Trusts, who is also an Honorary Clinical Lecturer in Public Health at the University of Birmingham, undertook a Health Impact Appraisal Assessment of the 2003 LTP. His work has highlighted where this LTP2 should focus so as to improve personal health in line with Government targets in 'Our Healthier Nation'. He has also contributed to work on improving air quality and accessibility to fresh food, both themes of the Transport Shared Priority.
6.3.11 After submission of our 2003 LTP, we have continued to engage with key stakeholders in order to better understand the issues and practicalities of proposed solutions. We frequently meet leaders of the business community (through the Business 6.3.8 The Accessibility Strategy also sets out many Transport Group and representatives of examples of partnership working, for example, with Environmental campaign groups (e.g. Transport Local Strategic Partnerships, health authorities, 2000, FoE and CPRE) to discuss problems, education establishments, Job Centres and across opportunities for change, and progress towards authority boundaries. These partnerships have targets. Centro has regular meetings with bus and both developed policy and identified action needed rail operators about operational and strategic to address problems. issues. Goods distribution is discussed with the Freight Quality Partnership. All these meetings have 6.3.9 We have established a Traffic Managers helped to inform our LTP2 strategy and Major liaison group to assist with performing the duties of Schemes programmes. This engagement is an the 2004 Traffic Management Act across our whole ongoing feature of our work and will continue for Area. One task is cross-boundary coordination of the life of LTP2, recognising that the type of road closures caused by utility work, in order to engagement may change as circumstances change. minimise traffic disruption. We aim to achieve value for money in its widest sense, taking account of the 6.3.12 We can reduce congestion, increase cost of delays to people and businesses, as well accessibility, raise air quality, make roads safer and as co-ordinating appropriate opportunities to make contribute to quality of life objectives by partnership best use of the existing assets. Our aims are both working. We have a sound foundation of such to avoid the need for new or upgraded infrastructure working arrangements with other agencies. We will and to maximise the benefits of new investment. continue to develop existing arrangements and seek new opportunities such as the "quick wins" 6.3.10 Following their valuable contributions to the programme put forward by the West Midlands 2003 LTP, more than 3,000 stakeholders were Business Transport Group. The benefit is that invited to comment on the Appendices supporting investment and action are coordinated, ensuring this LTP2. These responses have also informed efficiency and effectiveness and that business has the development of LTP2 itself. increased confidence in partnership working creating results..
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(c) Local Consultation Evidence 6.3.16 Consultation with the public and A programme of 'Quick Wins' has been stakeholders has meant that our LTP2 is focused identified with the West Midlands Business on important local issues. This ensures that Transport Group to improve network resources are targeted wisely and achieve value management. Progress on this work is for money. We want to minimise the risk of monitored and reported to the Group's regular pursuing strategies that are locally unacceptable meetings. and that might, therefore, waste resources. Feedback from local consultation on Bus Showcase, Red Routes, Safer Routes to School and Local Safety Schemes has fed into both the wider strategy 6.3.13 Other stakeholders which are responsible and detailed programmes. for strategic transport networks include the Highways Agency, Network Rail, DfT (Rail) and bus 6.3.17 Consultation is not limited to one-off events and coach operators. We maintain close working concerning the LTP2 and specific schemes. relationships over individual schemes and their Dialogue takes place, particularly with stakeholders potential impact. For example, the Masshouse as part of an on-going process. This takes place Circus and Bullring redevelopments involved close at different levels. For example, we meet regularly liaison with the HA and Network Rail in order to with the West Midland Business Transport Group, minimise disruption to traffic and rail services. Centro has regular meetings with bus operators and individual districts routinely meet with specific groups, such as those representing cyclists. Evidence
Centro is working in partnership with our Evidence principal bus operator, Travel West Midlands, taking over responsibility for roadside Birmingham City Council hold a Transport infrastructure, including the provision of Summit every year. This is attended by over information specific to each bus stop to bring 200 local representatives and stakeholders. all to an improved common standard. The event in Spring 2005 focused on the LTP and the outcomes of the workshops were used to inform the LTP2 policy development.
6.3.14 We attend many ad-hoc and regular meetings that address relevant issues. One example of which is the West Midlands Public 6.3.18 Close working relationships with the LSPs Transport Users Forum, a voluntary body that brings have been established in order to avoid duplication together a wide range of not-for-profit organisations and consultation fatigue. The LSPs have raised representing the interests of users or potential users local issues and many of these have informed the of public transport across the whole region. With development of our LTP2 Strategy as well as, where an agenda set by the Forum's membership, it practicable, feeding into individual Authority provides opportunities for dissemination of programmes. A common theme from the LSPs is information, an exchange of views and discussion personal safety. This reinforces our LTP2's focus of issues important to people. Thus, it provides a on safety and is the reason for our local personal 'grass roots' input into development of transport security target. schemes or plans, including this LTP2. 6.3.19 As part of the extensive travel surveys 6.3.15 Within the context of our current strategy completed in 2001, residents were asked for their and range of measures, we have the opportunity views on transport provision. Based on more than to work with Government and other key 1,500 responses, their views are summarised and stakeholders to establish new and innovative set against the relevant Transport or Quality of Life approaches to dealing with congestion beyond this Shared Priority in Table 6.1 ‘Transport Issues and LTP2 period. the Transport Shared Priority’.
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Table 6.1 Transport Issues and the Transport Table 6.2 Improvement Priorities Shared Priority Priority Identified % % Shared Priority Issue Theme Improve public transport 44%
Traffic congestion 64% Congestion Reduce traffic congestion 43%
Speed of traffic 51% Safety Provide cheaper fares 40%
Condition of roads 46% Safety Better road maintenance 38%
Unreliable trains and 40% Accessibility Improve bus reliability 34% buses Improve bus frequency 27% Shortage of car 39% Accessibility Improve walking / cycling facilities 20% parking Safer public transport 17% Condition of 32% Quality of Life footways Improve transport interchanges 14%
Frequency of public 32% Accessibility Provide new roads and by-passes 12% transport
Unsocial behaviour 29% Accessibility 6.3.21 The research found that improving public on buses transport was equally highly rated by both car and public transport users. Difficulty in getting to 28% Accessibility places 6.3.22 Notwithstanding the comprehensive nature of previous consultations, we carried out further Too few cycle routes 23% Accessibility consultation in the summer of 2004 to ensure that the general direction of the 2003 LTP retained High level of traffic 19% Quality of Life public support. We distributed a consultation leaflet noise and questionnaire, in free newspapers, to households across the Metropolitan Area. We Poor street lighting 17% Safety invited the public to agree or disagree with key Difficulty in using 13% Accessibility elements of the overall transportation strategy. public transport 6.3.23 The overall outcome was very strong Number of road 10% Safety endorsement of working towards better rail services accidents (93% agreeing or strongly agreeing with the statement), followed by giving greater priority to Abandoned cars 8% Quality of Life walking (90%), encouraging safer motoring, including keeping to speed limits (88%) and 6.3.20 Respondents were asked to identify their spending more on highway maintenance for the top three priorities. These are set out in Table 6.2 benefit of all road users including cyclists and ‘Improvement Priorities’. pedestrians (85%). Least agreement was given to spending more on road building (31%). The complete list of percentages is shown alongside the outcomes of the 2005 consultation in Table 6.3 ‘Percentages of Respondents Strongly Agreeing or Agreeng with each Statement’.
6.3.24 Respondents were also asked to identify three top priorities from the list of eleven statements and, again, working towards better rail services received the strongest support (46% of respondents), followed by extending Bus Showcase (34%), spending more on highway maintenance
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(33%), extending Midland Metro (31%) and giving Table 6.3 Percentages of Respondents Strongly greater priority to walking (30%). The statements Agreeing or Agreeng with each Statement given least priority were spending more on road building (11%) and introducing Red Routes (11%). Statement: We should;- 2005 (2004) The complete list of percentages is shown alongside the outcomes of the 2005 consultation in Table 6.4 work towards better rail 92% (93%) ‘Respondents' Top Priorities’. services spend more on highway 91% (85%) 6.3.25 These outcomes reinforce the strategy. The lack of support for Red Routes appears to be partly maintenance due to a lack of knowledge of their purpose. do more to encourage safer 89% (88%) motoring 6.3.26 We used focus groups to reach those who were under-represented in the newspaper give greater priority to 86% (90%) questionnaire. Each comprised a specific group walking such as young people. Ten groups both mirrored the newspaper consultation and explored specific extend the Bus Showcase 83% (82%) issues in greater detail, including accessibility network planning. The outcomes are described in the consultation Appendix. introduce more Park & Ride 82% (82%) facilities 6.3.27 A similar consultation process involving the public and key stakeholder groups was carried out extend the Midland Metro 79% (74%) in 2005, referring to the Provisional LTP2 and network seeking views on the same questions as set out in spend more promotion of 78% (82%) the 2004 consultation plus two others concerning Green Travel choices traffic congestion. The latter two questions came as a result of the Authorities deciding to submit a introduce more Red Routes 67% (64%) bid for TIF resources. The consultation was also available on our website give greater priority to cycling 67% (73%) (http://westmidlandsltp.gov.uk/). spend more on building road 38% (31%) 6.3.28 Well over 5,000 responses were received and analysed, comprising 4,992 'public', 127 'web' 6.3.29 The 2005 consultation included two and 19 'stakeholder' questionnaires. The following additional questions on congestion. Table 6.3 ‘Percentages of Respondents Strongly Agreeing or Agreeng with each Statement’ shows We should do more to tackle traffic congestion the percentages of respondents who agreed or was supported by 88% of respondents strongly agreed with each statement in the 2005 We should investigate the pros and cons of consultation, with the 2004 outcomes shown all options for tackling congestion was alongside in brackets. supported by 75% of respondents, rising to 95% amongst the stakeholder responses
6.3.30 Respondents were also asked to identify four top priorities from the list of thirteen statements. The following Table 6.4 ‘Respondents' Top Priorities’ shows the proportions ranking any statement as within their top four priorities, with the 2004 outcomes (top three priorities) shown alongside in brackets.
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Table 6.4 Respondents' Top Priorities closely aligned with the stakeholders' or person's main interests. These have been taken into account Statement: We should;- 2005 (2004) in refining this Final LTP2 where possible, balancing specific comments with each other and the overall work towards better rail 50% (46%) strategy. services 6.3.33 Some comments have expressed spend more on highway 43% (33%) disappointment or criticism that the LTP2 generally maintenance and its targets specifically are unambitious. extend Midland Metro 40% (31%) However, the LTP2's programme and targets have been developed in the accordance with the extend Bus Showcase 38% (34%) available resources and in line with Government Guidance. This means that aspirations of do more to tackle congestion 31% n/a Metropolitan Authorities, stakeholders and the public are not fully reflected. This is disappointing do more to encourage safer 31% (22%) to all parties because, particularly without significant motoring investment in Major Schemes, it will not be possible introduce more Park & Ride 28% (20%) to make the desired progress towards LTP2 facilities objectives, the Transport Shared Priority and our Area's contribution to the national economy. give greater priority to 23% (30%) walking 6.4 Opportunities to Reduce Congestion spend more promoting 21% (22%) 6.4.1 The following section outlines many of the Green Travel choices opportunities we have identified for reducing congestion in the past. However in needs to be investigate options for 21% n/a read in the context of our successful Transport tackling congestion Innovation Fund bid. This paves the way for a give greater priority to cycling 20% (24%) detailed, systematic examination of all demand management measures, including road pricing and introduce more Red Routes 17% (11%) their potential for reducing congestion. This could lead to a re-focusing of our approaches as different spend more on road building 16% (11%) opportunities are identified.
6.3.31 The percentages of support have changed 6.4.2 On the supply-side, we acknowledge that between 2004 and 2005, but the overall priorities general road-building is not the best way forward. are similar, with better rail services featuring On the other hand, there are specific cases where strongly and building more roads receiving least an inadequate supply of road space and / or access support. There cannot be a direct correlation restrictions are inhibiting economic growth, or where between 2005 and 2004 with regard to people's roads are needed to bring relief to specific areas priorities because there were two additional such as town centres or residential areas. The statements in 2005 and a request for the top four principal opportunity will be to make more efficient priorities instead of three in 2004. However, use of existing infrastructure, by maximising the generally, there appears to be greater support for use of new technology, techniques and legislation. better maintenance, Metro and safer motoring in 2005 than previously, although walking seems to have declined in importance. Evidence
6.3.32 As well as questionnaire responses, some A 'West Midlands Commercial Vehicle Delay organisations and several individuals have offered Atlas' was published in March 2005. This comments on the Provisional LTP2 in general and helps reduce congestion by providing drivers with regard to specific sections or paragraphs. with information about the most appropriate Ad-hoc comments have generally been positive routes to reach key destinations. and supportive of the LTP2, its aims, programmes and targets. However, inevitably, it has raised a variety of different expectations and demands, often
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6.4.3 Red Routes - Our programme is based on service is not likely to be an attractive alternative. evidence from London and will reduce congestion The closure proposal has been deferred to 2007, by introducing strict parking controls on key urban the proposed start date of the new West Midlands roads. We have successfully piloted a Red Route franchise. It will conflict with the Vision, within the on the A34 in Solihull, where evidence suggests emerging Black Country Study, of a ‘polycentric freer flowing conditions and fewer accidents. The city’ requiring good transport links between its pilot will assist the roll out of the Red Routes centres, which include Walsall and Wolverhampton. network. We will use evidence from the limited A more appropriate alternative would be the examples of High Occupancy Vehicle Lanes and proposed Midland Metro extension linking No Car Lanes elsewhere in the country, plus the Wolverhampton and Walsall and the current rail Birmingham trial and car sharing promotion to see service should not be considered for withdrawal if these can help us make more efficient use of road until this is in place. space. 6.4.7 The Camp Hill line through Kings Heath and Moseley is a currently underused rail corridor Evidence through a densely populated area suffering from severe road congestion and slow bus journeys to A34 Stratford Road Red Route - Average Birmingham City Centre. Demand for a fast, journey times for traffic have reduced by 7.2% frequent rail link to the City Centre is likely to be (10% for buses) and reliability has improved high. However current capacity constraints at either by 6% (7% for buses) whilst early indications end of the route makes providing such a service are that accidents have fallen by 50% into Birmingham New Street difficult. It is therefore between February 2003 and April 2004. The proposed to investigate the feasibility of providing implementation of this scheme won a National a service on the route by linking it with a possible Transport award in 2005. scheme to expand central Birmingham rail capacity by building link lines into the new terminal platforms Source: Before and after surveys by Faber at Birmingham Moor Street. Such additional rail Maunsell on pilot Red Route on A34 Stratford capacity in central Birmingham might be justified to Road, Solihull. cater for any significant rail growth caused by road demand management measures being introduced in the future.
6.4.4 Local Rail - There is high demand for local 6.4.8 Metro - Evidence from passenger surveys rail travel, especially into central Birmingham at on Midland Metro line 1 and from other British and peak periods. Centro has worked with train European LRT systems is helping us with proposals operating companies to help lease extra carriages to extend the Metro network. This would increase on the Shirley, Walsall and Snow Hill lines. Analysis the supply of what is a popular alternative to the of this initiative will show whether it can be car for many local journeys. We are also examining expanded for use elsewhere. other approaches to LRT, such as Bus Rapid Transit, as possible ways to reduce congestion and 6.4.5 Centro is working through the West Midlands attract car users who are curently reluctant to Route Utilisation Strategy to identify locations where transfer to bus services. platforms extensions could accommodate increasing passenger numbers. Working towards better rail services accords with the top priority identified in public consultation in 2004. Centro is also working with individual authorities to explore other opportunities for better rail services to meet local needs.
6.4.6 One note of concern arising from the RUS is the proposed closure of the passenger service on the Walsall - Wolverhampton railway line, to be replaced by an 'express' bus service. This line links two major centres and might do more to contribute to modal shift if the service were to be more frequent and reliable, whereas an 'express' bus
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Evidence
The 2003 user survey indicated that 87% of Metro passengers support the building of a number of new lines to form a Metro network which provides convenient, economic, quick access to more destinations and stations, and which improves reliability and reduces traffic congestion.
6.4.9 Bus - Centro works continuously with local 6.4.12 Government Guidance recognises car bus companies to seek innovative and cost effective parking availability as a major influence on how ways of increasing the level and standard of service, people choose to make journeys. Some studies in order to lure motorists out of cars and improve suggest that levels of parking are more significant benefits for existing bus users. than levels of public transport in determining choice of travel mode, particularly for commuting. The Guidance places emphasis on parking as a key Evidence demand management tool. Alongside other planning and transport measures, it can promote In Coventry, cooperation between Centro, the sustainable transport choice, reduce reliance on local authority and main bus operator has led the car and reduce congestion. to the introduction of Bendi-buses on routes 17, 21 and 27, providing more capacity for 6.4.13 We recognise the importance of parking passengers. policy, balanced with the need to maintain the vitality and viability of the Area’s centres. The Metropolitan Authorities have drawn up and agreed the following policy framework: 6.4.10 Park & Ride - Facilities have been expanded over the years. We analyse existing sites 'The seven District Councils are and, where they are heavily used, seek to expand committed to working together on their them. In supply terms, Park & Ride gives motorists transport strategy, developing policies access to a sustainable mode of transport whilst in and programmes that embrace the demand terms, it removes them from the most principles established in Regional congested parts of the network. Planning Guidance to enhance the Metropolitan Area. This will contribute to regeneration of the economy, Evidence attention to the environment and take into account the interaction between This opportunity-led approach has been transport and land use. An important successful: between 2003/04 and 2004/05, part of Regional Guidance is we have provided 162 more spaces and recognised as the need to co-operate average occupancy has increased by 221, on parking policies, encouraging use from 80% to 82%. Additionally in 2005, we of public transport, while enhancing opened an enlarged facility at Stourbridge the viability of existing centres. Junction with 400 extra spaces to facilitate use of the rail services into central Birmingham. Although the ability of parking policy to influence the total demand, the modal share of trips and the attractiveness of the centre will be 6.4.11 Parking - In town and city centres, parking different for each of our varied centres charges and overall provision can be set at levels (due to the presence of private which encourage access by public transport. non-residential parking and private Managing parking demand frees up road space for sector run parking), the following journeys for which there are no alternatives. policies are jointly agreed:
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We will continue to restrict undertaken in the European Commission 4th long-stay public spaces to Framework Programme, is improving access to encourage the use of public multi-modal travel information, giving people greater transport where it is, or can be confidence in public transport and reducing demand made, attractive for road space. We will continue to maintain sufficient short-stay spaces to ensure that each centre remains Evidence attractive to shoppers, businesses and visitors The former MATTISSE public website is We will continue to price all branded as Help2Travel Council operational spaces (www.help2travel.co.uk) and provides up to accordingly, ensuring that no one the minute traffic and travel information for the centre is significantly Midlands area. We continue to see growth in disadvantaged by such pricing the use of the site. The average number of mechanisms hits exceeds 10,000 per day. Whilst the We will provide, within resource number of hits show a level of web site activity allocations, for improved quality a more accurate understanding of the usage through security, ease of of the site is gained from looking at figures pedestrian access and that show the number of files accessed or data user-friendly payment downloaded. Current monthly figures for data mechanisms to meet customer viewed, or used, show an average of 3,582 demand visits per month, 108,528 files or maps We will continue to make use of downloaded per month and 802,261 Kbytes Park & Ride opportunities on the of data downloaded per month. The public transport system where it Help2Travel web site is closely monitored and can make a positive contribution developed to feed new applications such as to reducing the need for scarce kiosks and public information screens. central area space Currently the web site feeds 16 public information screens and 26 BT Internet kiosks As these controls come into place, we that have Help2Travel 'attractor loops' and 'hot will continue to look to Government to buttons' to promote free public access to the ensure that it provides councils with site. sufficient powers and resources to be able to control parking supply, especially private parking, and to be able to fund, with the private sector, 6.4.16 We have had significant success with improvements to such facilities.' workplace-based Travelwise initiatives, which seek to reduce congestion at peak periods by 6.4.14 Car Clubs - These are a way of having encouraging people to car share or travel by public access to a car without owning one. They suit transport, cycle or on foot. We will continue to work people who do not need or want to use a car every with local organisations to identify opportunities to day. The idea works well in areas where there are influence modal choice. limited residential parking facilities. The emphasis on increasing residential development in the Metropolitan Area, and particularly in centres, Evidence makes Car Clubs a policy tool to consider. In March 2003, some 450 employees moved 6.4.15 Smarter Choices - We have worked with from Mitchell and Butlers' Smethwick Cape other agencies to help people make Smarter Hill plant and two regional offices to a site in Choices about both the need for a specific journey Birmingham city centre. A TravelWise and the appropriate mode. Company TravelWise initiative led to car commuting being reduced helps employers and employees realise the benefits by 29%, the company having set a stretching of regular or occasional home- or tele-working, target of 40%. This scheme won a National reducing travel demand. Our pioneering work with Transport Award in 2004. MATTISSE, originating from collaborative work
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Evidence Evidence
When the BBC relocated from its Pebble Mill 119 schools in Birmingham have produced site on the A38 corridor to the Mailbox in travel plans in order to obtain Safer Routes to Birmingham city centre, there was an School funding. Their approach is starting to opportunity to reconsider how staff travelled show results. Yorkmead Primary School has to work. The provision of fewer parking 14% more children walking to school since it spaces and promotion of personal travel plans produced a travel plan in Spring 2004 and has encouraged staff to leave their cars at introduced a Safer Routes to School scheme. home. St Francis CE Primary school has seen car travel fall from 45% to 30% for the journey to A TravelWise initiative led to a version of the school and from 46% to 33% for the journey Help2Travel website being created to help home. BBC staff form their new travel plans during and after relocation. The web site is delivered Research by University College London found directly via desktop PCs and can be accessed that children use more calories walking to and from home. It provides real time travel from school than in the recommended amount information for the area around the Mailbox of P.E. of two hours per week. Walking to and other information relevant to BBC staff. school is the perfect opportunity for parents The web service has proved a success and and children to increase physical activity and could be replicated with other major lead healthier lives. Travel plans contribute employers. towards the Healthy Schools Standard.
6.4.17 The success of these initiatives have led 6.4.19 Our work with communications consultants the Metropolitan Authorities to fund a pilot study has raised awareness of the issues and help an extending TravelWise to other sites that attract informed public debate. It is difficult to measure regular use, such as places of worship and leisure how this awareness contributes towards reduced centres. The lessons will be evaluated before congestion. However, against a do-nothing further implementation elsewhere. situation, it is clear that our communications strategy with the public and with businesses is 6.4.18 Smarter Choices also presents opportunities leading to new TravelWise schemes and help less to reduce congestion by providing healthier ways formal practices such as flexi-time working, which of getting to and from school. We have a spreads demand away from peak periods. substantial programme of Safer Routes to Schools which encourage parents to allow children to walk or cycle, supported by appropriate training Evidence and investment in infrastructure such as pedestrian crossings and traffic calming. This will also help Of the 25 organisations that joined TravelWise children become more active and healthier. in Birmingham during 2004/05 eight, learnt of TravelWise through communications such as the City's web site, council officers or from neighbouring organisations.
Source: Birmingham City Monitoring
6.4.20 An important spin-off of working towards more TravelWise and associated schemes is a general awareness-raising of the general issues facing everyone, including businesses, across our Area. This will become increasingly important as we investigate innovative and acceptable ways of tackling congestion through the TIF regime.
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The Bus Strategy there are adequate bus services at off-peak times means people can avoid buying a car, which they 6.4.21 This is an important element in reducing otherwise might need because of a lack of a bus congestion and is a complementary document to service for half of their journey. This too helps to the main LTP. It has three over-arching objectives, reduce congestion. one of which is directly focused on alleviating congestion: Evidence 'To encourage transfer of car use to public transport in the Metropolitan In 2004/05, Centro provided £5.67 million to Area at busy times to reduce support socially necessary services that are congestion and at other times to not provided commercially. These services maintain public transport’s universality carried approximately 8 million and commercial viability.' passenger-journeys. The projected support for 2006/07 is £6.35 million. 6.4.22 This objective is supported by a number of Service Delivery policies. The four most relevant to our LTP2 are:
1. Network Operation: To encourage the 6.5 Opportunities to Improve Air Quality provision of efficient, integrated and stable 6.5.1 Vehicle emissions affect air quality. They bus services in the West Midlands which meet also add significantly to atmospheric CO , which bus user expectations and supports the 2 causes global warming. Tackling congestion economic vitality of the area provides one of the greatest opportunities to 5. School Transport and Education: To improve air quality. Other opportunities to reduce encourage the use of mainstream services emissions include: and to reduce the number of children being taken to school by car reducing the need to travel, through planning 6. Cross Boundary Services: To ensure policies such as 'Urban Renaissance', and comprehensive bus links with key destinations increasing the number of people living in town outside the West Midlands and city centres 7. Quality Partnerships, Networks and encouraging more environmentally friendly Contracts: To secure tangible improvement modes of travel including walking, cycling and in bus services provision through effective public transport partnership working, including statutory promoting fuels that produce fewer emissions agreements with quality contracts also being and vehicles that are more efficient considered if this is the only practicable way ensuring traffic can flow efficiently, e.g. by of delivering the Bus Strategy reducing stop-start conditions encouraging drivers to switch off their engines 6.4.23 Our congestion objective is also supported when stationary by actions to increase user confidence in public transport, including bus real time information, and better quality Infrastructure & Schemes, more Showcase bus routes and the development of Bus Rapid Transit services on key routes.
6.4.24 The Bus Strategy aims to encourage better buses and more Showcase services that are most likely to attract car users. It details Key Action Areas to support each of its sixteen policies.
6.4.25 An example is Centro's commitment to continue subsidising socially necessary bus services. This policy contributes towards accessibility objectives. Many people want to make one part of a return journey at peak times, and the other during the off-peak period. Ensuring that
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an important issue. We already have significant Evidence numbers of low-floor buses operating across our Area. These make it easier for people with heavy Birmingham City Council declared the whole shopping and/or children and push-chairs to use of the City as an Air Quality Management Area buses, as well as enabling people in wheelchairs (AQMA) in 2003 with regard to nitrogen access to buses. All new buses now meet the requirements of the Disability Discrimination Act dioxide (NO2). An Action Plan Steering Group consisting of council directorates, Highways and the proportion of easy access buses will Agency, private sector transport interests and increase as operators renew their fleets. environmental groups was established to review policy and identify further actions. The Action Plan identified over forty actions to Evidence
reduce NO2 levels. Many of these actions relate to existing council policy and notably More than 70% of our principal bus operator's the LTP. However, it should be noted that (Travel West Midlands) bus fleet, comprising even if all the proposed actions were applied, some 1750 vehicles, is low floor easy access. Their network, alone, is such that 89% of our it is unlikely that NO2 levels would fall below objective values. The Council amended the Area's population is within 250 metres of a daytime bus service. AQMA to include PM10s (fine particles). As
both NO2 and PM10s are primarily attributed to
traffic, any actions that target NO2 should
have a similar effect on PM10s. The Action Plan will be the subject of on-going review and 6.6.4 This LTP2 reinforces our existing commitment amendment. to ensure that the pedestrian environment, public transport and highway infrastructure is all designed to make mobility easier for disabled people. We and our partners are also taking steps in recognition 6.5.2 The Air Quality Strategy outlined later in of different people's awareness and ability to cope Section 8.5 ‘Air Quality Strategy’ includes all these with travelling with initiatives such as the production elements. of travel information that is easy to find, see and understand. 6.6 Opportunities to Improve Accessibility 6.7 Opportunities to Improve Safety
6.7.1 Road safety raises issues of scale and 6.6.1 Our extensive work to date has identified that generally accessibility to key services is not a complexity, and requires a coordinated effort and significant problem. There are however the use of both revenue and capital resources. Our opportunities to improve accessibility for particular strategy for Road Safety is detailed in the Annexes groups of people, locations within our Area and to and will be tackled through: particular services. The two headline targets in analysis of problems and trends respect of access to centres and accessible targeted improvements using capital and transport serving hospitals reflect this. revenue resources 6.6.2 The needs of different groups are increasingly management of the maintenance and recognised and our planning will be sensitive to the operation of existing systems opportunities to enhance accessibility for each. For innovation and evaluation of new ideas instance, people with learning difficulties need adoption of safe design easy-to-understand information, want to feel secure auditing of proposals and safe from harassment, require training and training for all highway users support in the use of transport and help from frontline staff who understand their needs. They 6.7.2 Opportunities to improve road safety also may also need more flexible, special transport arise through partnership with Government, the services. West Midlands Police Authority and Highways Agency, and through working corporately with other 6.6.3 People with disabilities are particularly at risk service areas, such as Education and Planning. of social exclusion, making transport arrangements
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these are being addressed through transport Evidence investment.
Coventry City Council allocates resources from 6.8.5 Equality is a constant thread through the work its own annual budget to 'perceived safety of the Metropolitan Authorities but, with regard to schemes'. These are projects where local development of the LTP2 and implementation of residents perceive that a safety problem exists transport strategies and schemes, it is demonstrably although no accidents have been recorded. important at four stages: This proactive approach to road safety is a. Discovering the Issues believed to contribute to safer roads, but it also improves residents’ quality of life by raising b. Developing the Plan their confidence when using roads in their locality. c. Communicating the Strategy
d. Individual Scheme Development 6.8 Opportunities for All 6.8.6 These are discussed below: 6.8.1 Travel and transport affects everyone, but its effects are sometimes different on different sectors (a) Discovering the Issues of society. People living close to a motorway suffer noise and gaseous pollution more than those living 6.8.7 Transport issues arise through many aspects is a wholly residential area. Inner urban area of the Metropolitan Authorities’ everyday work. The residents experience the impacts of greater traffic Authorities have Visions for their areas and a range volumes more than those living on the edge of our of plans and strategies, including Corporate Plans Area. Inequalities are commonplace in many and Unitary Development Plans, and they work with aspects of society and the LTP2 seeks to help Local Strategic Partnerships. All this helps guide redress those associated with travel and transport. and co-ordinate work towards achieving the Vision. The LTP2 builds on, rather than duplicates, such 6.8.2 An independent Equalities Assessment of work which often reveals concerns about travel and the Provisional LTP2 (PLTP2) has been undertaken transport generally, as well as specific issues - for to highlight relevant issues. It concluded that the example, providing better bus services. PLTP2 “is acceptable from the equality perspective but could benefit from a more robust and creative 6.8.8 The development of the Vision, and its approach to the very real challenges, especially achievement, is overseen by each Authorities’ given the diversity of the area and recent problems elected Members who contribute knowledge and in relation to race”. experience of issues specific to their Wards. Thus, in addition to specific consultation and research 6.8.3 The Assessment contains a range of inputs, the views of a wide range of people and comments and recommendations relating the wider stakeholders are directly or indirectly taken into issues of travel and transport, some of which are account. societal (examples include anti-social behaviour and racism) and not directly related to LTP2 policies 6.8.9 Stakeholder and public consultation has been and programmes. However, the corporate nature dealt with briefly in the preceding section “Involving of the LTP2 and its preparation and delivery means Local Partners, Stakeholders and the Public”, with that the wider issues will be addressed by the further details in the Consultation Appendix. relevant agencies. An example of this is the multi-agency approach, led by Centro, to tackling (b) Developing the Plan all forms of anti-social behaviour, including fare 6.8.10 Whilst the LTP2 is clearly focused on the evasion, on local bus services. four themes of the Transport Shared Priority, together with regeneration and quality of life 6.8.4 The following paragraphs address the issues raised in the Equalities Assessment and this section objectives, the strategy aims to be as inclusive as brings together issues that were already identified possible. It is recognised that, in order to be in the PLTP2, together with new material, that more successfully implemented, the LTP2’s proposals clearly demonstrates the commitment of the and related expenditure programmes and actions Metropolitan Authorities to equality issues and how need to be acceptable to as many people as
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possible across all parts of our Area. With this at rate amongst children and those living in inner the forefront, the LTP2 steers a path through urban areas. Due to the greater proportions of conflicting demands and aspirations aiming to ethnic minority populations living in inner urban balance choice with persuasion, thereby making areas, road safety issues and education has an our Area an easier place within which to travel, added dimension. whilst seeking to minimise the impacts of travel and transport on residents and business. Evidence 6.8.11 Accessibility is a key issue in the LTP2 and is a vital component of social inclusion. Our Sandwell Council have identified a direct link Accessibility Strategy recognises that different between members of ethnic minority groups people have different needs and aims to meet and and increased accident risk. They have balance those needs as best possible. One secured £1.28 million funding through the assertion is that if everyone had access to a car, Government’ Neighbourhood Road Safety everyone would have total accessibility. However, Initiative to reduce accidents in the 11 most this is flawed because if everyone were to drive deprived wards. Initiatives include the everywhere, the result is likely to be much worse permanent loan of child car seats, the congestion, effectively reducing accessibility whilst employment of a paid child pedestrian training leading to more accidents and pollution and a team and the development of ethnic minority poorer environment, poorer health and other resources.This latter resource included a play adverse effects on the quality of life for many and workshop (Chla Ga, Chala Ga) delivered people. Furthermore, not everyone can ever drive, to members of our ethnic minority communities including those who are too young, too old or have who have influence over young people within a condition that precludes driving. their own communities. Performed mainly in Hindi (the language of Bollywood), it received 6.8.12 For those able to drive, but who do not own excellent reviews from all parts of our multi a car for whatever reason, we recognise the role of ethnic community. This work was recognized car sharing, car hire and car clubs. These can in the 2005 Prince Michael of Kent overcome accessibility problems whilst avoiding International Road Safety Awards. the need to own a car which appears to be directly linked to increased car use, often for journeys that are better made by other means. (c) Communicating the Strategy
Evidence 6.8.14 This takes place at two levels, one creating a better understanding of transport issues across Coventry City Council is seeking to develop a the whole Area, the other focusing on specific city centre car club. It will be associated with elements of the Strategy. new residential development, much of which is social housing, and city centre businesses. 6.8.15 In carrying out our 2004 public consultation This will supplement the primary purpose of we used free newspapers that are distributed to providing cars for access to shift work and households across our Area. This approach part-time employment opportunities in less reaches those who do not normally buy accessible locations and to food, health and newspapers, irrespective of where they live. We leisure facilities by residents with daytime invited respondents to give specific personal business use. The latter use would mean that information which allowed us to identify groups who employees would not need to drive to and from were not represented in a way proportionate to their city centre employment, thereby avoiding presence in our Area. This allowed us to organise peak-hour congestion. The development of focus groups in different parts of our Area to capture this proposal will reduce car parking demand, the views of minority groups and to test those views allow higher densities and make more efficient against the overall outcomes. use of scarce city centre land. 6.8.16 In both the 2004 and 2005 public consultations, we offered translations into the most common ethnic languages. Additionally, during 6.8.13 Road safety is a matter that affects different the 2005 consultation, we offered an ethnic sectors of society unequally, with a greater accident languages freephone service to answer questions
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or to provide a translated version of the consultation leaflet. The 2005 consultation was also available Evidence on our website (http://westmidlandsltp.gov.uk/) Birmingham City Council, in partnership with 6.8.17 Centro has appointed a Ethnic Communities Solihull MBC, is developing a Major Scheme Liaison Officer whose key objective is to promote to improve accessibility in the East and increase the use of public transport by Birmingham / North Solihull (EBNS) area. The members of ethnic minority communities. This Project links initiatives to improve accessibility Officer also assists with the ongoing development to key services with an holistic approach to and implementation of the relevant customer-facing improving all elements of bus travel within the aspects of the WMPTA/Centro's Corporate Equality area. The overarching objective is to improve Policy and Race Equality Scheme accessibility for residents, particularly those without access to a car, through better transportation provision to reach employment, Evidence education, health, fresh food retailing and leisure facilities, thus improving quality of life Following partnership working with the for residents. The majority of wards in the Sikh Community & Youth Service UK, EBNS area are within the 20% most nationally two Centro publications are now deprived. Scheme development involves available in Punjabi (a Customer working with all sectors of the local community comments card and TravelWise’s 'Local to produce the best possible way of public transport made easy'). These are addressing their specific accessibility for local residents but will also be very problems. Initial scoping has suggested useful for visitors flying into Birmingham barriers to travel exist for a number of different on the new flights from Amritsar. groups, including single parents, the elderly and the long-term unemployed. Through the Language Line was launched in 2005. Streets Ahead on Safety Project, which This telephone interpreting service is focuses on the Inner city parts of the area, being trialled by Centro’s Ticketing barriers to travel for Black and Minority Ethnic Team, to help customers accessing groups have been identified as relating to road travel concessions. Customers using safety and personal security. Local Ward the Centro Travel Centre at New Street Committees have influenced the work which Station are also able to use Language will involve extensive public and stakeholder Line for assistance with timetables, involvement, including questionnaires travel public transport routes and ticket sales. diaries recorded by people representing the entire cross-section of the area's population and a workshop in partnership with the EBNS RZ Company. This public and stakeholder 6.8.18 In these ways, we have endeavoured to ensure that people, irrespective of background, are engagement is a key element of the project aware of the issues and that their views can be and will continue throughout the Major taken into account alongside those of the general Scheme development process. population.
(d) Individual Scheme Development 6.8.20 Improving people’s travel conditions and 6.8.19 There is no single model for inclusion with opportunities relies just as much on on-going regard to individual scheme development. revenue-based schemes. Such schemes as Ring Schemes themselves vary from high profile projects & Ride aims to offer travel opportunities to those such as developing new Metro lines to minor road unable to use main-stream public transport. There safety or traffic management schemes that has are a myriad of Community Transport schemes equally important but locally limited benefits. The across our Area, many of which cater for the needs expected impacts of individual schemes and their of specific groups. We recognise the importance specific location strongly influence how local people of these and the Authorities support their activities and different sectors of society are drawn into the within the ever-present revenue budgetary development process. constraints.
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adversely affect residents' Quality of Life. One of the issues considered in framing such policies is whether there is adequate public transport provision.
Consultation with other stakeholders on both the LTP2 and the Environmental Report has helped us to identify further opportunities which will also improve the Quality of Life for local people. For example, the Environment Agency and English Nature suggested that there are opportunities to enhance the natural environment through initiatives such as creating new habitats or tackling existing Evidence problems, for example poor drainage as part of wider transport schemes. This approach which also Ring & Ride in the West Midlands is the 'adds value' is supported and will be strengthened largest in the UK and the fourth largest in the through our emphasis on corporate working. world, helping maintain people's mobility and Further details as to how our LTP2 is addressing thereby reducing the need for social service Quality of Life issues can be found in Section 3.5 and health care expenditure, reducing the ‘Quality of Life Issues’. need for domiciliary care and deferring the need for residential care, as well as generally 6.10 Rights of Way Improvement Plans improving the quality of life of its customers. 6.10.1 Local highway authorities are required to publish Rights of Way Improvement Plans (RoWIPs) by November 2007. The purpose is to improve 6.9 Opportunities to Improve Quality of existing Rights of Way, provide new links where Life necessary together with better information and management, in order to benefit pedestrians, Improving the Quality of Life for local people is at cyclists, equestrians and people with mobility the forefront of the RSS and, as such, is fully difficulties. reflected throughout our LTP2. Indeed, a range of measures, such as improving air quality and road 6.10.2 The preparation and adoption of RoWIPs, safety and making it easier for people to get to key and their integration with our LTP2, will provide facilities, are geared towards improving Quality of another opportunity to maximise benefits. Greater Life. The SEA of our Provisional LTP2 also led to use of Rights of Ways will help reduce congestion a number of recommendations relating to Quality and improve accessibility to local facilities and of Life which have been incorporated into this Final public transport; as well as contribute towards LTP2. cleaner air, safer roads and a better quality of life.
For example, one of the objectives of the Black 6.10.3 Officers responsible for the LTP and Rights Country Study, which comprises part of the RSS of Ways are working together to ensure that all the review, is to: RoWIPs are closely integrated with each other and the LTP2. Officers are also working with adjoining 'Protect and enhance the environment county councils to ensure that Rights of Ways which and create a safe, attractive and cross administrative boundaries are fully healthy place to live and work.' incorporated into each RoWIP. More information about RoWIPs can be found in the Annexes. The LTP2, in tandem with land use planning policies, is also improving our town and city centres 6.11 Mode by Mode Perspective so that they are more attractive places to work, invest, visit and, increasingly, to live. Elsewhere, 6.11.1 The problems and opportunities across the land use planning policies have or are being range of transport modes are detailed in the developed to prevent the demolition of erstwhile Appendices supporting this LTP2. Within the good housing in mature suburbs to replace it with various Appendices, modes such as walking, higher density stock.; inevitably such actions cycling, buses, coaches, cars, taxis, trains, goods
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vehicles, motorcycles, wheelchair use and horse riding, are considered in terms of their contribution to LTP2 Objectives and the four themes of the Transport Shared Priority.
6.11.2 The separate Bus Strategy reflects the dominance of bus travel for public transport users and the significant contribution that local bus services make to delivering LTP2 objectives. All recent consultation exercises, including those undertaken for this LTP2, have identified a desire for better public transport.
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65 Strategy Development
7 Strategy Development on demand management through the Transport Innovation Fund Figure 7.1 ‘Strategy Development 7.1 Introduction Process’ illustrates the strategy development process. 7.1.1 Strategy development is an ongoing process, 7.1.2 As the regeneration of Birmingham City responding to changes and opportunities that Centre demonstrated, there is a need to consider present themselves. We have undertaken a new ways of tackling problems, and how to break rigorous analysis of the problems we face, and the out of existing patterns of development to achieve consequences of not tackling them, to develop a our vision. So in addition to working within the strategy that makes best use of the resources framework set by the RSS and RES, we have available. We have looked at both the short term looked to new approaches to achieving our long and longer term, recognising that the shape of our term goals. approach in the long term will be determined by the outcomes of major studies underway and our work
Figure 7.1 Strategy Development Process
(1) Coventry / Solihull / Warwickshire Study 7.1.3 In parallel with the preparation of the LTP three major pieces of work are underway. Together 7.1.4 This covers the south east of the Metropolitan they cover the whole of the Metropolitan Area and Area and the surrounding shire county. It seeks to there is a challenge, not just for the LTP2, to consider the scale and location of future integrate them into a cohesive approach for the development and relationships with the Milton Area. Keynes growth area. The technical report has been
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published and the local authorities are considering Long Term Strategy how to respond. 7.1.8 The long term strategy will be determined by (2) Black Country Study the outputs of the above studies within the framework of key regional strategies. At this stage, 7.1.5 This significant sub regional study is it is not possible to be precise about the long term considering ways in which the Black Country can (critical pieces of work are still underway) other than be revitalised to face the challenges of the coming to recognise that we will need to successfully tackle years in the face of significant economic congestion to support future growth ambitions and restructuring. It seeks to transform the quality of the delivery of the Regional Spatial, Economic and life in the Black Country through a comprehensive Housing Strategies. Undoubtedly, at the heart of and integrated programme to tackle all aspects of the long term strategy that emerges will be an urban living - including training, skills, environment, aspiration to enhance the quality of life experienced housing and communications. Developing a in the Area. Central to this will be a desire to ensure transport system for this complex area of major the transport system we have contributes to this. centres and interconnected communities is one of On an operational side this will mean providing for the key challenges faced and there is no doubt that the trips generated in a sustainable way. In terms significant new proposals will emerge as this study of the quality of the built environment it means that progresses. transport infrastructure should not dominate or dis-benefit communities. (3) City Region Development Plan (CRDP) Short Term Strategy 7.1.6 In response to a number of challenges, work on developing a city region development plan is 7.1.9 The strategy set out in this LTP2 moves us underway. Underpinning this is the work in the direction of reducing congestion, improving undertaken by Professor Parkinson on behalf of the air quality, accessibility and road safety and Core Cities Network. It has demonstrated that at supporting regeneration. It provides the framework the heart of every successful European region is a for the programme of initiatives we will pursue strong city region acting as the economic engine. during the LTP2 period of 2006-11. The modelling This, coupled with the national need to redirect undertaken demonstrates the improvements that growth away from the south east to stop could be delivered by this package (set out in overheating means the CRDP will be an outward Chapter 10 ‘Performance Management ’). looking growth plan. Essential to the realisation of the growth plans will be the development of the 7.1.10 The remainder of this chapter details the major regional 'Gateways' at Birmingham process of developing the LTP2 strategy. It should International Airport and Birmingham New Street be noted that this has taken place within the Station plus a transport system that caters for framework of the emerging ideas from the three increased movement of people and goods through studies above as well as existing strategies. and within the Area. A first draft of the CRDP is being prepared for February 2006, but this is too 7.2 The Local Government Context late for the details to be reflected in this LTP2. 7.2.1 The Metropolitan Authorities recognise the Transport Innovation Fund (TIF) importance of a corporate approach in helping to deliver broader policy aspirations. The Leaders of 7.1.7 Looking to the future, our successful TIF bid the seven Metropolitan Councils and the Passenger to investigate, in detail, different approaches to Transport Authority (PTA) have met regularly, demand management will determine the way we specifically to review transportation strategy for the approach the problem of dealing with the increased Area in the context of corporate priorities and the demands on the transport system. This is emerging ideas from the the other studies particularly important in the light of the proposals underway. that will flow from the studies described above. Demand management must be seen as a tool to 7.2.2 The Chief Executives of the Councils and the help deliver our aspirations and as part of a Director-General of the Passenger Transport comprehensive package of measures, that includes Executive (Centro) are actively involved in the improvements to the quality and quantum of the development of our LTP2 and how it affects their transport system. Authorities. They have set up a Transport Group
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to focus on relevant issues and ensure that the establishes value-for-money arrangements using LTP2 reflects and supports corporate priorities. its combined purchasing power. The Traffic Managers Group advises on network management 7.2.3 Strategic decisions relating to the LTP and and efficiency issues. its implementation are taken by a Joint Planning & Transportation Sub-Committee of lead elected 7.2.8 Figure 7.2 ‘Administrative Structure’ members from each Council and the PTA. This illustrates the coordinated and cross-cutting nature Joint Sub-Committee oversees preparation of the of the working arrangements at all levels, which are LTP and commends it for adoption to each of the designed to ensure that the LTP2 is a truly Authorities. corporate document.
7.2.4 This Joint Sub-Committee is supported by 7.2.9 These arrangements ensure that the issues the Chief Engineers and Planning Officers Group and work contributing to and flowing from the LTP (CEPOG), consisting of the relevant engineering, are coordinated across the Metropolitan Authorities planning and transportation chief officers. They and throughout their structures, and closely involve meet regularly and work together with the key partners. Government Office for the West Midlands, Advantage West Midlands, Regional Assembly and 7.3 Local Transport Strategies Highways Agency. CEPOG is supported by a dedicated team of strategic transportation and 7.3.1 Individual Authorities within the Metropolitan planning officers – the CEPOG Support Team. The Area have developed a range of local transport CEPOG Support Team (CST) and each Authority’s strategies, for example the Walsall Integrated LTP officers jointly review progress in order to Transport Strategy and the Birmingham 'Visions' ensure that this LTP addresses the issues in a Strategy. These provide more detail of how the realistic, deliverable and economic way. policies and proposals of the LTP2 will be delivered locally. However, all these and the PTA's 20 year 7.2.5 Within each Authority, LTP officers have strategy will be revised to reflect the outcomes of worked with officers from relevant parts of their the three studies outlined in the introduction and Authorities to ensure that development of the LTP2 the conclusions from the TIF work. is a corporate activity. This enables travel needs within each Authority to be taken into account, and 7.4 Realistic Investment Expectations helps other officers appreciate and work towards coordinated and sustainable decisions in their 7.4.1 Since the preparation of the Provisional LTP2, service areas. One advantage is that CEPOG there have been some significant changes in officers often have responsibility for a range of respect of future investment expectations and we internal activities in addition to transport and have refined our Final LTP2 accordingly. It still planning. For example the Wolverhampton takes a realistic view of future funding, but the transport representative heads the Regeneration uncertainty currently surrounding TIF related section as well, and the Birmingham representative funding, pending the outcome of our initial work, is responsible for Economic Development Strategy. means that a programme in excess of the regional Similarly they take an active part in regional work, guidelines is currently proposed. However, we for example. the current Chair of the Regional recognise this may need amendment in the future. Advisors Group (who provide policy advice to the Regional Assembly) is a CEPOG member from Regional Capital Guidelines Coventry. 7.4.2 The publication of Regional Funding 7.2.6 CST officers have worked with others, such Allocations for investment in transport, housing and as Rights of Way Officers and Environmental Health economic development to 2016 has established a Officers, to focus on particular issues. The latter clear basis for LTP Major Scheme programmes. group has a significant role in helping to tackle We now have a clear basis for forward planning transport-related air quality issues. and our Major Scheme programme has been refined to reflect this. The submission date of the 7.2.7 CEPOG and the development of the LTP2 formal regional advice and the LTP2 approval are also supported by a number of other officer timescale means that it not been possible to fully groups. For example, the District Maintenance reflect the advice in this LTP2. Engineers Group shares good practice and
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Figure 7.2 Administrative Structure
7.4.5 Further guidance is awaited on TIF funding 7.4.3 The level of funding identified, starting at that may be available for regional schemes that some £88 million is far short of the level identified enhance national productivity. This could, for as being necessary by WMAMMS and means that example, support the redevelopment of New Street not all Schemes identified in the Provisional LTP2 Station, given its strategic location at the hub of the can proceed. national rail network. The use of TIF funding for Metro development will also be explored. Transport Innovation Fund (TIF) 7.4.6 We would need to access TIF funding, in 7.4.4 An additional potential source of funding for addition to the funding potentially available to the schemes that support measures to reduce region, to fund the programme of investment we congestion is TIF. Securing funding from this believe is needed. source would mean that a greater range of improvements could be made to the transport WMAMMS infrastructure of the Area. However, this funding is only to be made available to those authorities that 7.4.7 The principal recommendation of WMAMMS have put in place effective demand management was that more needed to be done at a faster pace. measures. The Secretary of State recognised this in his pledge in July 2003 of up to £1 billion funding for Major Schemes in the period to 2011, subject to certain conditions. The announcement came too late to be reflected in our 2003 LTP response to WMAMMS. The programme set out in the Provisional LTP2 reflected this. We believe that LTP2 sets out a costed programme that meets the conditions set out for the release of the £1 billion and look forward to working with the Government to carry forward the enhancement of transport infrastructure as identified by the Secretary of State.
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Integrated Transport Evidence 7.4.8 The programmes for Integrated Transport schemes (costing less than £5 million) and Coventry City Council has secured Section Maintenance have been prepared acknowledging 106 funding for new local bus services, the LTP2 Planning Guideline figures given in including commitments of £1.5 million from December 2005 and the settlement for 2006/07. Tesco Arena, £1.5 million for the Prologis Business Park and £780,000 annually for ten 7.4.9 We need resources above these levels to years from Walsgrave Hospital. The Council respond adequately to the immediate challenges has actively worked with these developers and facing the Area. These resources will be necessary the local bus companies to devise and if we are to ensure that the country’s largest urban develops new route structures. These funds area outside London, and major contributor to the are enabling some two thirds of a new circular national economy, can function properly. At current bus route connecting outer estates and job levels, the expectation must be that we may be opportunities to be provided with no public unable to increase the pace of change. funding. The first stage of the implementation Additional Funding of these commitments led to a 10% increase of bus route mileage in the City when Phase 7.4.10 Recognising the problems that current 1 was introduced in November 2004. transport funding levels could bring, sources of alternative funding are sought. In addition to work at individual authority level the Principal Engineers Group (a Metropolitan Area-wide body) has been set revised Terms of Reference to include sharing good practice and experience in respect of securing additional funding and identifying funding opportunities. This includes bidding for specific Government funds, for example for the Inner City Road Safety Demonstration Project which secured £6 million additional funding for Birmingham and the £1.28 million secured by Sandwell for the Neighbourhood Road Safety Initiative project. Currently, funding is being sought to support our proposed Community TravelWise Initiative from Government, areas linked to social exclusion work 7.5 Developing the Strategy rather than transport. Analysis of Problems and Opportunities 7.4.11 A further example is that as part of our Accessibility Strategy a 'Resource Audit' of the 7.5.1 Analysing the problems and opportunities to funding available from partners and other sources develop an evidence based strategy has is proposed, to integrate and increase the funding underpinned the ongoing development of LTPs for available for this work. the Metropolitan Area. We have drawn on work undertaken as part of the Government supported 7.4.12 This of course is in addition to securing multi modal study (WMAMMS), the work and funding from development proposals when conclusions arising from the development of the appropriate (Section 106 funding) or funding in kind Regional Spatial Strategy (RSS), local studies such such as land. as the Coventry Area Network Study (CANS) and our modelling using the newly developed PRISM strategic transport model. We have undertaken detailed work, using the Accession model and our own modelling to investigate accessibility shortcomings and opportunities. Journey speed data from ITIS has also been used to support the analysis.
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WMAMMS 7.5.6 Hence the Major Scheme programme directly reflects the outputs from WMAMMS and the 7.5.2 The WMAMMS study (2001) examined in Secretary of State's response, together with detail the consequences of different strategies over proposals that directly support regeneration, for 30 years. CANS followed a less extensive process example the i54 access to the Advantage West which demonstrated that the broad conclusions Midlands Wobaston Development site and the from WMAMMS were also applicable to Coventry. Minworth Link Road Both studies sought to develop the transport network to deliver a broad range of objectives which 7.5.7 WMAMMS considered a range of scenarios would enhance quality of life and support the and concluded that a balanced package that emerging RSS. included the major schemes proposed was the most appropriate way forward. The main aim of the study 7.5.3 WMAMMS confirmed that a strategy focused was 'to develop a strategy to tackle congestion and on any single mode, whether walking, cycling, road, capacity constraints on the road and public transport bus, Metro or heavy rail, would fail to achieve the networks which impact on both regional and longer desired local and regional objectives. It distance traffic' - which is still relevant today. recommended a strategy balancing investment in transport infrastructure with significant behavioural 7.5.8 Finally we have responded to the request to changes and economic measures. consider the recommendations for road charging by our TIF submission. 7.5.4 In his letter of July 2003, the Secretary of State recognised that 'the study has made a strong 7.5.9 In the light of this we believe that our case for further improvements to the local transport programme has its roots in a rigorous technical network'. He identified that we could use future study and that the Secretary of State was satisfied funding for further extensions to the Metro system that the Major Scheme proposals therein formed (included in LTP), a programme of super showcase part of a robust strategy. Thus in this LTP2 we have routes (Coventry Bus Rapid Transit included in not sought to revisit the approach accepted by the LTP), Red Routes (included in LTP) and Park & Secretary of State, other than by alignment with Ride (Longbridge Strategic P&R included in the funding guidelines. LTP). On DfT advice, enhanced walking and cycling facilities will be provided through the Regional Spatial Strategy / Regional Economic Integrated Transport block. Strategy
7.5.10 The ambitions for the Region are set out in the RSS and RES and the key priorities can be summarised as:
Urban Renaissance Rural Renaissance Modernising and diversifying the economy and creating a dynamic business base Upskilling the region's workforce Promoting the region's competitiveness and assets in a national and global setting.
7.5.11 Of particular importance to both is stopping the drift of people and jobs from our urban centres, 7.5.5 The letter from the Secretary of State also invited the local authorities to carry out further creating unsustainable development patterns. It development work on a number of local road identifies a series of measures and schemes that improvements. We have responded to this and are needed to realise the strategy. The Regional included the Longbridge Link, Chester Road and Assembly's Transport Delivery Plan has five Dudley Road schemes in the LTP in addition to priorities which are listed below together with others in the Black Country to enhance access to examples of their associated LTP2 proposals: the Motorway network. This reflects the decision Promote a change of Hearts and minds of not to support the Western By-pass proposals. the region's population ('Smarter Choices')
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Make the best use of the existing regional analysis of the consequences of different courses transport network (Demand management , of action. UTC, Red Routes, rail improvements including New Street Station capacity) Provide a comprehensive public transport Evidence system that serves urban areas (Metro, Bus Showcase, Park & Ride, interchange and The analysis underpinning our LTP2 has been quality improvements) informed by consideration of a full range of Improve access to Birmingham people, communities, etc. Examples include: International Airport and the National Exhibition Centre (Major Scheme, surface Our public consultation process revealed access strategy, longer term Metro and considerably more support for changes to support expansion, for example investment in public transport rather than A45 realignment) new roads (see Table 6.2 ‘Improvement Priorities’) Ensure that the West Midlands is a reliable hub to serve regional, national and Focus Groups, that complemented the international connections ('Gateway' above process, led to similar conclusions proposals, Red Routes, joint working with Our personal security target has been Highways Agency) drawn up in liaison with Crime and Disorder Reduction Partnerships 7.5.12 The LTP programme and strategy support throughout the Metropolitan Area these priorities as well as strategic priorities of the RES of which the development of New Street Station and the regeneration of Birmingham Eastside are important examples. PRISM
7.5.16 We have invested considerable resources in jointly developing with the Highways Agency what we believe is the most advanced transport model in the country (PRISM). This seeks to model behavioural responses to a range of initiatives, including Integrated Transport Block proposals, Hearts and Minds initiatives and major scheme proposals. Preliminary results have demonstrated the power of this model in refining our approach. An understanding of behaviour and attitudes has been critical in developing the PRISM model.
7.5.17 We are using PRISM to make sure our LTP2 7.5.13 Detailed consultation for the 2003 LTP, and the Provisional LTP (described in Chapter 6 reflects changes which have emerged since ‘Opportunities’) refined our knowledge, adding to WMAMMS. We recognise the need to ensure the the extensive work undertaken by WMAMMS. A LTP2 is complementary to a range of regional and continuous dialogue has been maintained with key sub-regional strategies, for example housing, stakeholders to ensure that any changes in support economic development and planning strategies. for proposals are reflected. The impact of different scenarios has been modelled to ensure our investment plans can deliver Analysis for LTP - PRISM and Accession the changes, for example in congestion, and air quality we seek. Where possible we have also used 7.5.14 Prior to the availability of PRISM and PRISM to validate the targets we have set. Accession our initial analysis was built on the evidence of responses to past initiatives, existing, 7.5.18 The strategic nature of the PRISM model less sophisticated models and was informed by means that it is not possible to assess the new information. Integrated Transport Block Programme in detail. Overall assessments of those elements that can 7.5.15 We have developed this work further to be adequately modelled, for example further Bus ensure that our evidence provides the best possible Showcase Routes, Smarter Choices, together with major schemes already committed, for example.
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the Coventry Quality Bus Network, has been transport and making better use of existing undertaken. These indicate that car trips would rise infrastructure rather than providing new compared with the 2001 level by around 8% infrastructure to support development further afield compared with 15% without the proposed which is also like to foster greater car dependency. programme. Similarly bus trips would increase by 10% compared to a forecast of 6%. 7.5.23 A number of significantly adverse environmental effects have been identified namely Accession light pollution, the impact of transport schemes on the Green Belt and climate change. A number of 7.5.19 We have made full use of the Accession other effects have also been identified. The Model and undertaken local modelling, analysis recommendations and mitigation measures have and consultation to inform our accessibility planning been considered carefully, consulted on with work and develop our new Accessibility Strategy. statutory consultees and other stakeholders and This seeks to overcome social exclusion problems this final LTP2 has been amended accordingly. associated with transport issues. This has These changes are also scheduled in the SEA highlighted a need to address access to job centres Statement. and the provision of accessible public transport to serve hospitals as important strategic concerns. Equality Assessment
ITIS 7.5.24 The provisional LTP was subjected to an independent Equalities Assessment, undertaken 7.5.20 ITIS is a new tool, developed in the West by SRA Ltd. This has helped identify ways in which Midlands and now being used nationally to measure the process, policies and presentation of the LTP2 congestion on the highway network. It uses data could be improved to enhance the quality of the from in vehicle GPS systems to measure speeds final document. A separate schedule identifies how along different highway links. With the increasing we have responded to the issues raised. A number use of GPS we are now able to build up a more of them are also covered by our developing accurate and broader picture of congestion. This accessibility strategy, which was only at an early helps us to target congestion reducing measures stage when the assessment was carried out. and pinpoint areas of stress where extra pressure from new development would cause particular 7.6 Future Demands problems. This has been particularly important in developing our strategy and will be an important The Scale and Distribution of New Development input to our TIF study. 7.6.1 As set out in Chapter 6 ‘Opportunities’, we Strategic Environmental Assessment (SEA) have derived estimates of future numbers of extra trips in order to illustrate that our longer-term 7.5.21 The development of our Strategy has been strategy and five year implementation programme informed by the undertaking of a thorough SEA and are consistent with longer term spatial policies at accompanying Environmental Report by the regional level. These estimates include the independent consultants. The purpose of this likely impact of proposals for new housing and exercise, in accordance with European Directive employment opportunities up to 2011. It is 2001/42/EC, was to consider the environmental anticipated that any additional growth arising from implications of the LTP2's policies and proposals the implementation of the CRDP or Black Country and identify mitigation measures where there were and CSW Studies will begin to have an impact post adverse effects. A requirement of the Directive is 2011, so we have initially focused on the short term to consider these measures and broader to 2011. recommendations and respond accordingly. These responses are detailed in an SEA Statement which 7.6.2 The Regional Housing Strategy has a short accompanies this final LTP2. term focus on affordable rural housing and housing standards. Then from 2008, an increased focus on 7.5.22 In many instances the SEA concluded that programmes of regeneration and renewal for the the LTP2 would have a number of positive regional pathfinders, Black Country and environmental benefits, particularly in terms of restructuring areas of east Birmingham / North supporting the Urban Renaissance as promoted Solihull and the North Black Country / Telford. The through the RSS and helping to stem outward impact of this to 2011 is reflected in our forecasts. migration. This in turn requires greater use of public
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Figure 7.3 ‘Housing Proposals’ and Figure 7.4 dwellings at Bilston Urban Village in ‘Employment Forecast 2011’ illustrate the forecast Wolverhampton, next to Midland Metro line 1, is a changes in housing and employment. It is prime example. Figure 7.5 ‘Population Density provisionally estimated that some 242 million extra 2001’ shows population density as at 2001. trips per annum will need to be accommodated by 2011, compared with 2001 as a result of this growth and increasing prosperity. Evidence
7.6.3 The CRDP, Black Country and CSW studies We implement planning and transport policies and the RSS have time horizons beyond this LTP. in an integrated and complementary manner. Accommodating this additional growth and resultant Examples include: trips will clearly provide a challenge, particularly if we are not to undermine our competitiveness and Average new build housing densities in damage the environment. As such, there is need the Metropolitan Area have increased to continue to engage with partners in a debate as from 41 to 54 dwellings per hectare to what additional measures over and above those between 1987 and 2004. Higher contained in this plan are likely to be required in the densities in the right locations help future both in terms of managing the use of our improve the viability of public transport transport network and providing high quality 2002 and 2004 saw the highest alternatives. The initial TIF study will be an proportion of new retail development important contribution to this process. (87% and 91% respectively) within or on the edge of town and city centres since Residential Development we began monitoring in 1987. Current commitments illustrate that this trend is 7.6.4 The proposed new housing sites identified continuing with 89% of future through Unitary Development Plans and existing developments planned for within or on planning permissions is shown in Figure 7.3 the edge of town and city centres. This ‘Housing Proposals’. The pattern illustrates the makes facilities easier to serve by public differences between parts of our Area. There are transport and increases accessibility to few larges sites in the Black Country and they are a wider range of people widely dispersed. They are largely (90%) brownfield sites previously used for manufacturing or housing.
7.6.5 The pattern of distribution shows an 7.6.7 New growth proposals are being developed increasing proportion of new development in the for Birmingham as part of the City Region centres of Birmingham, Coventry and Development Plan (CRDP) to complement the Wolverhampton. This development enables people Sustainable Communities initiative of the ODPM. to rely less on the private car. Between the 2001 Additionally the Black Country study is looking to and 2011, the time period for which the most recent make the area much more desirable for residential UDPs are available, some 20% of Birmingham's development. Ways of providing for additional new housing provision is scheduled to come forward residential development in Coventry are also being in the City Centre. Over the same time period, examined. some 10% of Coventry and Wolverhampton's requirement is also likely to come forward in their 7.6.8 Where public transport links are less good, respective city centres. In all instances the appetite or where there is a need to protect mature for city centre living, both on the part of developers residential environments, planning policies are and buyers, has increased in recent years and being revised to resist ‘intensification’ schemes that shows little sign of abating. It is creating problems might reduce the local quality of the environment. of accessibility to particular services such as doctors and schools, 7.6.9 One key principal adopted in work on the CRDP is to ensure that best use is made of existing 7.6.6 Planning policies are now framed in order to or proposed transport infrastructure when identifying increase the average density of residential sites for future development to ensure best value development, with higher densities on radial routes, for money from transport investment. in centres and at key nodes in order to facilitate public transport use. The allocation of 1,300
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Figure 7.3 Housing Proposals
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Figure 7.4 Employment Forecast 2011
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Figure 7.5 Population Density 2001
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Employment Growth and Economic workers use public transport there will be adverse Development impacts on air quality, congestion and the local economy. 7.6.10 The West Midlands has undergone a radical change in employment structure, with a substantial 7.6.16 As with housing, the longer term patterns shift of jobs from manufacturing to the service of employment growth and economic development sector. This has implications for the distribution of will be determined from the outputs of the CRDP, job-creating developments and associated trips. Black Country and CSW Studies. These in turn will be aligned with the Regional Economic Strategy 7.6.11 We have made use of employment forecasts and locational decisions will seek to make best use from the reputable Oxford and Cambridge models, of existing or planned transport infrastructure. and these have been incorporated into PRISM model forecasts. The Metropolitan Authorities have 7.6.17 We need to recognise that a large proportion jointly forecast the likely distribution of new jobs by of the region's employment is currently linked to the 2011, based on known commitments and policy car industry, where there is intense global presumptions. This is illustrated in Figure 7.4 competition. The demise of MG / Rover, contraction ‘Employment Forecast 2011’. It is apparent that of Jaguar and recent problems at LDV reflect this. the service sector will continue to be the main The plan seeks to support new employment with a source of new jobs, directed towards city and town number of targeted new schemes - Chester Road, centres. Longbridge Link, Minworth Link and i54 Wobaston all specifically intended to support new employment 7.6.12 In the recent past, the development of the generating developments. These are in addition to motorway box around Birmingham and Solihull the Provisionally Approved Darlaston SDA Major pulled jobs to the edge of the conurbation. This Scheme. development was based on historic planning decisions made in a different context from that currently found. Examples, all beside the M42, include:
Birmingham Business Park, just north of Birmingham International Airport - 6,000 jobs growing to 8,000 by 2008/09 BMW engine manufacturing plant at Hams Hall, Coleshill - 1,000 jobs Blythe Valley Business Park, Solihull - 2,000 jobs growing to 7,000 when phase 2 is completed
7.6.13 These locations will continue to accommodate more jobs, but at a slower rate than in the past. 7.6.18 This integration of spatial, economic and transport planning at both the regional and 7.6.14 The most significant employment growth Metropolitan Area reflects how we seek to ensure outside existing centres has been at the BIA / NEC the LTP is consistent with, and supportive of location (currently between 8,000 and 10,000 full complementary strategies. time equivalent jobs). This is now a major employment location with more growth forecast, 7.7 Value for Money (VFM) particularly in the longer term if a second runway proceeds as advocated in the 'Future of Air Travel' 7.7.1 This section illustrates the importance we White Paper. place on obtaining value for money (VFM) from both Major Schemes and schemes within the Integrated 7.6.15 Future growth forecasts have significant Transport and Maintenance Blocks and the steps implications for transport policy and investment, taken to achieve it. and are reflected in our LTP2 programme. Job growth in centres is more sustainable because 7.7.2 At the strategic level, we have developed our these locations can be best accessed by high programme to ensure a balance between VFM and quality public transport. However, unless more delivering outcomes which support the Transport
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Shared Priority, Regional Spatial Strategy and LTP2 network, in order to develop 'informed travellers'. objectives. VFM principles have been applied to The second is to stimulate behaviour change both capital and supporting or associated revenue amongst those for whom it is both practical and funding. We have linked the outputs from these feasible. This could include measures such as considerations with the overall Quality of Life targeting people moving home and having to objectives that are frequently identified in strategic establish new travel patterns with information about and local partnership working. the alternative travel choices available.
7.7.3 Encouraging modal switch was identified by 7.7.8 Secondly, significant modal transfer will only WMAMMS as the most cost effective approach for be achieved by 'improving the public transport offer', tackling transport problems. As part of our strategy and making sure viable alternatives are seen to be we have a significant programme to help people in place. We are making sure that improvements make 'Smarter Choices' to encourage modal to the public transport network are communicated transfer to more efficient forms of transport. so that people can make 'Smarter Choices'. Actions which intensify the use of capital investment will 7.7.4 At the detailed level of scheme development further improve VFM and enhance the value of our and implementation, we have a substantial technical assets to the West Midlands. These could be expertise resource across the Metropolitan Area through the extensive marketing of public transport on which we draw to ensure value for money is benefits, undertaken as part of scheme obtained. This is explained in greater detail in development together with subsequent campaigns. Chapter 6 ‘Opportunities’ (Analysis Methodologies) as well as later in this chapter. Managing the Network
Making the best of what we have - Influencing 7.7.9 We must obtain VFM by 'making best use of Travel Behaviour the transport network'. Immediate measures to obtain value for money will be taken by making 7.7.5 WMAMMS identified that influencing travel better use of existing Integrated Transport Block behaviour was the most cost-effective means of funding. This will be used to drive existing assets tackling an increasing number of trips. We have harder, such as network information and embarked on a range of initiatives to encourage management systems, that provide immediate modal transfer. In addition to investigating road benefits to network management and pricing, these for example also include building on complimentary measures to existing and proposed our nationally recognised Company TravelWise major schemes. Analysis has identified potential scheme, enhancing central funding for school travel efficiency increases from measures such as Red plan work from local resources, and developing Routes and enhanced Urban Traffic Control (UTC) communications to deliver positive news about the that also offer real VFM solutions. In the longer options available. A new development 'Community term, the increasing use of demand management TravelWise' will broaden the number of people measures will also contribute to making best use targeted. of the network.
7.7.6 Persuading people to make 'Smarter Choices' Regeneration Support about short journeys, leading to more walking and cycling, is one example of our strategic approach 7.7.10 The third strand of our strategy, 'targeted to achieving value for money. If a modal shift of investment to support regeneration', also delivers 15% to more physically active travel was achieved, value for money. Our investment complements that this would improve personal health and could save of other public bodies. For example, the i54 Major 50 premature deaths a year in our Area. Promoting Scheme on Wolverhampton's Wobaston Road more physically active modes of travel, together supports Advantage West Midlands' investment with better health, will help tackle the increasing and the Major Scheme on Birmingham's Chester obesity which costs the National Health Service Road complements Jaguar's investment in new some £500 million annually ('Tackling Obesity in manufacturing capacity. We want to ensure that England', National Audit Office, 2001). Hence our public and private investment contribute efficiently support for encouraging more cycling and walking to regeneration of the local and regional economy. (as detailed in the Appendices). 7.7.11 Enhanced value for money is achieved from 7.7.7 We will initially pursue two areas of activity. LTP funds by supplementing them with funds One is to build a better understanding of the travel secured from non-LTP sources. These sources
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include section 106 agreements related to new priority only being given once a BCR is confirmed, developments and partnership agreements. again reflecting the importance attached to achieving VFM.
Evidence 7.7.15 The prioritisation process also takes account of third party contributions and whether they will be Examples of additional funds from non-LTP at risk if Schemes are not programmed to sources: commence within certain time scales. The final step in the process will be considering how A very significant example is the £35 transport, housing and economic development million contribution to the Wednesbury proposals marry together to be mutually supportive – Brierley Hill Midland Metro Extension and give best VFM across these three budget from Westfield, the new owners of the areas. This final step occurs after the approval Merry Hill shopping centre process for this LTP2 commences so there may be A £6 million grant from DfT has been a need to review the programme in the future. secured for the Birmingham Inner City Road Safety Demonstration Project. The 7.7.16 We also actively seek to achieve VFM in grant covers the five year period from our procurement and construction of Major April 2003 to March 2008 Schemes. New approaches, such as early The Bus Real Time Passenger contractor involvement and joint procurement of Information project. From its inception works for the Red Routes network, are being taken it has been delivered and funded as a forward in a process led by Dudley Borough partnership. The project is a good Council. An important dimension of this is a full example of delivering significant public consideration of the risks associated with projects and private investment. In partnership and responsibility for managing them. The with Centro and MATTISSE, bus proposed Metro extensions are being procured operator Travel West Midlands has, so through different contracts for design, build / far, invested in excess of £1 million in a maintain and operate to minimise risk and thereby project costing more than £4 million maximise VFM. Bus shelter company Adshel have Minor Schemes agreed to contribute £60-70 million over 10 years to Centro towards delivering 7.7.17 Each Authority develops their own detailed the Bus Strategy programme within the framework of the LTP2 to ensure that differing local problems and opportunities are taken account of. Individual authorities have their own internal procedures for Major Schemes ensuring proposals represent VFM. Where 7.7.12 The overall shape of the Major Scheme programmes are funded jointly across the programme reflects the Secretary of State's Metropolitan Area, a similar responsibility is taken response to WMAMMS in 2003. on board by the Joint Planning & Transportation Sub-Committee. The P&T Sub-Committee 7.7.13 Since the preparation of the Provisional Members Monitoring Group has been given this LTP2, a rigorous prioritisation process has been role. developed in partnership with Regional Assembly, Government Office and Development Agency 7.7.18 Supporting the individual internal processes (AWM) representatives for assessing the priority of there are well developed procedures for Peer individual Schemes. This process focuses on two Review across the Area to ensure we learn from key issues in respect of each proposal: VFM, each other and develop best practice approaches reflected by the Benefit Cost Ratio (BCR) and to ensure VFM. A common theme is to ensure that contribution to achieving regional objectives as when considering the costs of schemes, the expressed in the RSS. ongoing revenue costs are properly taken into account and will be affordable in the future. 7.7.14 The BCR of each Scheme is a major Examples include Birmingham City Council and determinant of the priority accorded to it. Where Centro where reports seeking approval for schemes full BCRs have not yet been produced, Schemes must include an analysis of future revenue costs are only given provisional priorities, with a final and their impact on future budgets.
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7.7.19 A further example of a process to ensure Process’. As this illustrates all schemes costing VFM in the ITB is the Transport Investment Model above £250,000 have a mini business case developed by Centro. The principles of this are set developed to ensure they represent VFM and out in Figure 7.6 ‘Centro Capital Evaluation contribute to meeting objectives.
Figure 7.6 Centro Capital Evaluation Process
Monitoring, Safer Routes to School, Walking, 7.7.20 With a multiplicity of small schemes it is not Cycling and Powered Two Wheelers. These groups practical to examine low cost alternatives for every are overseen by the Principal Engineers Group and initiative. However, adopting recognised best have been identifying best practice and sharing practice approaches to dealing with issues will help experiences to improve the delivery of and ensure VFM. We have a number of officer working outcomes from schemes, included in their Terms groups, covering a wide range of responsibilities, of Reference. This includes benchmarking against for example Road Safety, Maintenance, TravelWise, each other and other Metropolitan Authorities and
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working jointly where appropriate to secure VFM, which schemes achieve best VFM is exchanged for example in the monitoring activities undertaken between Authorities to help promote best practice. where a single Metropolitan approach gives better At the bottom of the table is joint data for previous VFM than eight individual Authorities undertaking years. We are a Centre of Excellence for Integrated the work. Transport specialising in Road Safety. Compared with other major urban areas, we have the lowest 7.7.21 Table 7.1 ‘Return on Local Safety Schemes number of accidents per 1000 licensed vehicles Completed in 2000/01’ illustrates the outcomes of and the second lowest casualty rate per head of road safety schemes. Technical information as to population.
Table 7.1 Return on Local Safety Schemes Completed in 2000/01
Number Scheme Casualties in Three Year Annual Casualties in of Costs 3 Years Casualty Rate of 3 Years After Schemes (£,000s) Before 'Saving' Return Birmingham 20 997.00 293 196 97 225% Coventry 7 220.00 205 183 22 232% Dudley 10 357.00 97 59 38 247% Sandwell 6 565.89 164 122 42 172% Solihull 7 257.00 104 54 50 451% Walsall 11 280.00 76 54 22 182% Wolverhampton 7 475.00 158 133 25 122% Total 2000/01 68 3,151.89 1097 801 296 207% Total 1999/00 73 2,723.19 894 579 315 255% Total 1998/99 90 2,948.22 1037 687 350 238% Total 1997/98 91 3,336.00 1113 744 369 222% Total 1996/97 86 3,613.50 873 478 395 213% Total 1995/96 88 2,648.55 737 429 308 196%
Table 7.2 Increases in Patronage on Bus 7.7.22 Where schemes are being undertaken Showcase Routes across boundary, similar processes apply. One example is Bus Showcase schemes where detailed In On Route assessments are undertaken before and after Corridor implementation and results monitored. We have used the results to develop the Bus Showcase Line 33 29% 5% handbook, which is a good practice guide on ways to achieve VFM. Table 7.2 ‘Increases in Patronage SuperLine 18% 8% on Bus Showcase Routes’ and Table 7.3 ‘Showcase Prime Line 5% 5% User Previous Modes’ illustrate increases in bus passenger numbers and transfer from other modes. Route 67 38% 6% A strategic review of Bus Showcase is currently underway to reflect on experience to date and Route 404 12% 12% consider ways of strengthening the Showcase Route 559/560 7% 7% concept further.
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Table 7.3 Showcase User Previous Modes Highway Lighting and Structural Maintenance
Previous Mode 7.7.26 A detailed description of the work of the District Maintenance Engineers activities is included Car Walk Did not in Chapter 9 ‘Implementation’. This identifies the Travel variety of ways in which VFM is secured in this area Line 33 4% 2% 2% of work.
SuperLine 13% 10% 2% Scrutiny
Prime Line 5% 1% 16% 7.7.27 All authorities have active scrutiny processes in operation and transport related schemes and Route 67 3% 1% 20% programmes have been subject to a variety of scrutiny processes. A common theme of all Route 404 5% <1% 23% scrutinys undertaken has been whether proposals Route 5% <1% 21% or programmes offer value for money and deliver 559/560 appropriate outcomes. Private Finance Initiative VFM Monitoring 7.7.28 There are currently two proposals in the 7.7.23 An enhanced monitoring regime has been Area. The more significant one is the £379 million introduced by the West Midlands Planning & Birmingham proposal that is focused on the Transportation Sub-Committee in response to the maintenance and management of the highway greatly increased programme we are now network. If this is successful it will deliver highway delivering. This will ensure that we respond quickly improvements substantially earlier than would to programme changes and continue to deliver VFM otherwise have been possible. It will also mean schemes that make best use of the resources that the funding for maintenance and operational available. It also ensures that the balance of costs of the network is committed for 25 years. It schemes and programmes are relevant to delivery would be the largest PFI of its type in the country. of LTP2 targets. This Monitoring Group, comprising of senior Members of the Sub 7.7.29 The second is the Walsall Integrated Committee, meets monthly to review progress with Transport proposal which covers a range of schemes and review proposals for new schemes. transport activities. A decision on whether this will It instigates corrective action if schemes are not be granted PFI credits is awaited. being delivered and/or not producing the outcomes we seek. The VFM of schemes is also reviewed 7.7.30 The Walsall Street Lighting PFI is by them. progressing well, bringing about early improvements to lighting in the Borough. 7.7.24 We have also monitored our Red Route Demonstration Project. Surveys conducted soon 7.7.31 All these schemes have been pursued as after completion indicate improvements in safety, they offer a VFM approach to bringing about early bus service speed and reliability, traffic speed and improvements. journey time reliability, and parking enforcement and compliance. 7.8 Effective Use of Revenue Budgets
7.7.25 We have shared these lessons through 7.8.1 Revenue expenditure is an important element workshops on Red Route implementation, through of our activities in supporting the transport shared the maintenance of a web site of 'before and after' priority. studies of safety schemes and through the Bus Showcase Handbook. The Handbook features on Congestion the 'Bus Priority' web site (www.buspriority.org.uk) reflects our involvement in one of the DfT Bus 7.8.2 The significant expenditure by Centro in Forum’s Task & Finish Groups. Seminars have supporting local public transport services and also been arranged to share our experience with providing information and marketing for all public metropolitan and shire authorities. transport is a major contribution to tackling congestion. The marketing and promotion of
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improvements to the public transport network is an a. The Passenger Transport Authority’s important element of this work. revenue budget
7.8.3 Similarly the ongoing maintenance of the b. Local Highway Authority revenue highway network and management systems is expenditure on transport critical to minimising congestion.
Safety 7.8.9 These are described in the following paragraphs: 7.8.4 Local authorities have extensive road safety training programmes, which have played an (a) The Passenger Transport Authority’s important part in helping us achieve our LTP revenue budget targets. As well as ongoing programmes, particularly focused on vulnerable groups work in 7.8.10 The PTA's revenue budget is administered support of changes to the transport network as part by Centro. It is approximately 80% funded from a of the capital programme is undertaken. levy on the Metropolitan councils and is collected through Council Tax from residents. The Accessibility Government provides the balance to support Centro-sponsored rail services. The need for VFM 7.8.5 To date the most important source of revenue is well recognised, most recently in a Best Value to support promoting accessibility has been through Performance Review Plan for 2004/05. the work of Centro. As the Centro budget is substantial, the way it is used is set out in detail 7.8.11 The PTA’s revenue budget for 2005/06 is below. £174 million, allocated as follows:
Air Quality 33% for concessionary fares and ticketing 28% for rail services 7.8.6 In addition to the ongoing activities in respect 9% for bus services of monitoring air quality, the West Midlands 4% for customer services passenger authorities have developed an air quality model to information help understand the impact of different development 26% for other services and administration and transport proposals. The importance of transport emissions to overall air quality means we Concessionary Fares are now working on linking the air quality model with PRISM to provide a more accurate tool for 7.8.12 Centro administers three concessionary fare future use. This will enable us to use funds more schemes to enhance accessibility amongst the effectively in tackling air quality problems. following groups:
Revenue Expenditure people aged 60 or older people with specific disabilities 7.8.7 The following sections give some details of children aged 5 to 15 how we effectively use revenue and link the capital and revenue programmes. Across the individual authorities many of these activities have been subject to formal scrutiny to ensure they are providing value for money.
7.8.8 Revenue programmes are derived from various sources including:
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7.8.13 The schemes for elderly people and people Rail Services with disabilities offer better arrangements than the National Concessionary Fares Schemes ahead of 7.8.17 Centro currently specifies the level of service the Government's target of 1st April 2006. Travel provision through a franchise agreement with the is available free (rather than half-price as under the Strategic Rail Authority (now the Department for national scheme) on rail, Metro and bus services, Transport) and the National Express Group (as from 9.30am to the end of normal services owner of Central Trains). Following enactment of (excluding night services) on weekdays and for the the Railways Bill 2005, Centro will no longer have whole day (24 hrs) at the weekend and on Bank an automatic right to be a co-signatory to the Holidays. franchise. The rail grant which Centro currently receives to cover the cost for the franchise and 7.8.14 The scheme for children provides half-fare other relevant costs will no longer be available in travel, (Mon-Fri only, up to 09:30 and between the current form. The extent to which Centro will 15:30 - 18:00) where such a concession is not be able to influence rail service provision under the provided on a commercial basis. This applies to new arrangements has yet to be determined. Rail both for 5 to 15 year olds and those aged 16 to 18 services, however, are an important part of the who are in full-time education (defined as not less public transport network and an effective alternative than 15 hours per week) and not in receipt of direct to the car. The ongoing ability of rail services to remuneration for their studies. carry substantial numbers of people who have access to a car, but choose to commute by rail is 7.8.15 Each scheme aims to provide social critical to our efforts to tackle congestion. inclusion for specific groups and fits with the 'improving accessibility' theme of the Transport Shared Priority. By encouraging greater use of Evidence buses, their commercial viability is also indirectly supported for the benefit of our Area. Centro is currently a co-signatory to the Central Trains Franchise, through which we Bus Services specify and fund service levels, quality standards and fares. 7.8.16 Centro provides support for local bus services that are not provided commercially but Source: WMPTA Best Value Performance which are deemed socially necessary. Such Plan 2004/05 services assist with LTP targets aimed at improving accessibility. Centro also procures a Ring & Ride, door-to-door service for people who find it difficult or impossible to directly access conventional Customer Services transport services. These services also interface with scheduled public transport services at key 7.8.18 Customer Services covers Centro's provision stops/stations to enable access to a wider range across all modes including information, of facilities, particularly by using the fully accessible concessionary fares, ticketing and initiatives which services offered by metro and bus showcase routes. aim to influence travel behaviour, such as the Corporate Travel Scheme, TravelWise and Workwise. These initiatives provide information, Evidence on ticketing, Traveline telephone enquiries, customer relations, and safety and security. These A total of 1.95 million trips were made on services support our 'Smarter Choices' activities. accessible transport in 2004/05.
The number of registered users has risen by 21% from 2003/04 to 2004/05.
Source: WMPTA Best Value Performance Plan 2005/06
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Evidence
WorkWise helps unemployed people get to interviews and new jobs by providing specialised journey planning advice and free tickets. It features in 'Realising the Potential of our Regions, the story so far', published by ODPM in February 2005, which says 'Value for money has been high at around £200 per accessed job'.
The Corporate Travel Scheme enables employers to pay for annual season tickets for Other services and administration staff and to reclaim the cost through monthly deductions from payroll. Centro works with 7.8.20 There are increased running costs more than 100 businesses, selling more than associated with the implementation of the Capital 4,000 annual season tickets through the Programme, debt charges and the current cost of scheme. pension liabilities. These costs cannot be ascribed to the Capital Programme but they are essential in Source: WMPTA Best Value Performance supporting agreed policies and priorities. The PTA's Plan 2004/05 revenue budget also funds processes for generating new initiatives and innovation, particularly associated with the Capital Programme, and detailed monitoring and project management.
Evidence 7.8.21 Centro is continuing to develop its Performance Management and Project The Traveline enquiry system handles 1.5 Management processes in order to refine and target million calls per year. the Capital Programme to ensure the most efficient use of resources. The Travel Information Centre at West Bromwich bus station is part-funded by Centro. Evidence The disabled travel scheme provides 12,000 people with half-fare concessions. Regular monitoring of the revenue budget has allowed the Passenger Transport Authority to The take-up rate for the free travel scheme is reallocate savings from expenditure on travel 90%. concessions. These savings have been used Source: WMPTA Best Value Performance to lease extra rolling stock to ease congestion Plan 2004/05 on key rail routes. Source: WMPTA Best Value Performance Plan 2004/05 Passenger Information
7.8.19 Centro's passenger Information Strategy aims to achieve a step change in information The PTA Best Value Review Programme provision, in partnership with operators. 7.8.22 Centro is working closely with the PTA to apply Best Value principles across its functions, even though it is not covered by Best Value legislation. Funding comes from the revenue budget. Several Best Value Service Reviews have been completed, each producing a detailed Action Plan aimed at improving overall services.
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7.8.24 As described in Chapter 9 ‘Implementation’, Evidence our maintenance expenditure is planned within the framework established by the District Maintenance Concessionary Fares – market research and Engineers Group to ensure it provides VFM and is consultation confirms that WMPTA’s approach linked to the capital programme. to concessionary fares is appropriate and continues to enhance quality of life. Certain 7.8.25 A particular issue is that much of the work sections of the population appear to under-use that needs to be undertaken as part of the 'Smarter concession fares and this is being addressed Choices' initiative to promote modal change, for through an Action Plan. example when TravelWise promotion is not directly linked to capital schemes, needs substantial Access and Special Needs – a number of revenue support. This is an ongoing problem, along physical barriers to access have been with issues such as cycle training and road safety identified and are being removed. Following training. With revenue budgets under pressure access audits, Centro has implemented a significant sums continue to be found by all programme of access improvements at all bus authorities to support these important areas of station facilities. All Park & Ride sites have work. During 2006, the promotion of 'Network West been audited and a scheme is in progress for Midlands' as a public transport brand will be linked all locations to meet the former SRA Code of to our ongoing work to secure a 5% modal shift by Practice. the two agencies involved sharing information, research and ideas. By bringing these together we Subsidised Bus Services – a review anticipate a much more effective use of revenue concluded that WMPTA / Centro compares funding will be achieved. Achieving modal switching favourably with others. New enhanced targets is the most cost effective way of tackling highway have been set. congestion (WMAMMS) and we believe this is an extremely effective use of revenue funding. Personal Safety and Security on Public Transport – a review is being carried out in 7.8.26 The road safety programme, which has been partnership with several other PTAs. Data, very successful in supporting the reduction in research methods and conclusions will be serious accidents in the Area, is an integrated shared. programme using capital and revenue. Revenue funding provides ongoing training in road safety Source: WMPTA Best Value Performance skills, targeted at vulnerable groups and key Plan 2004/05 objectives such as making children and parents more confident about walking and cycling to school. It is also used to ensure that the safety implications of new schemes are understood by residents and (b) Local Highway Authority revenue users, for example when new types of crossing or expenditure on transport innovative cycling facilities such as contra flow cycle lanes are introduced. 7.8.23 We recognise that revenue expenditure on transport has an important role in achieving the Revenue Costs of Major Schemes regeneration of our Area. It is needed not only to maintain the physical condition of the highways and 7.8.27 The Major Scheme programme reflects the associated structures but also to ensure they Guidance from the Secretary of State in 2003 in function efficiently and contribute to the quality of respect of WMAMMS. Hence it is set within the the environment. Our revenue expenditure on capital expenditure limits set out by him at that highways in 2003/04 amounted to almost time. In responding positively to his advice the £90 million. Almost three quarters of this was on revenue impact of the programme has been an the maintenance of roads and footpaths, bridge important consideration. For each Scheme put structures, traffic management and street lighting forward a range of options are considered and (including energy costs). It also covered a wide consulted on. This includes an analysis of the range of activities including school crossing patrols associated revenue costs of each alternative. and winter maintenance. The ongoing revenue costs associated with new capital schemes also 7.8.28 As part of the local approval process all need to be recognised. authorities require a detailed breakdown of revenue costs and an explanation of the impact a Scheme
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will have on future revenue budgets - from both the 'affordability' and opportunity cost perspectives. For instance the UTC proposal has identified substantial revenue savings from using different communications and more modern equipment, with lower maintenance costs, compared with the current situation. During Scheme design and construction we use a range of methods to consider whole life costs - particularly how good design and choice of materials can reduce future revenue costs. The development of new collaborative working arrangements with contractors will assist this process.
7.8.29 Hence whilst our programme is substantial we are confident it can be delivered without an adverse impact on future revenue budgets and that sufficient revenue funding will be available for essential maintenance etc. The Transport Asset Management Plans will have an important role in guiding this work. The expansion of our Network Management Activities in recent years reflects the importance placed on this area of work. This, together with the detailed plans set out in our Traffic Management Statement, reflects our commitment to sustaining the ongoing operational costs of Schemes.
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89 The Strategy
8 The Strategy 8.1.6 At the core of this will be a sustained and consistent policy approach. This will be 8.1 Introduction accompanied by a development programme that makes best use of the resources we have 8.1.1 The preceding chapters have set out how we available. We have overhauled our programme have analysed the problems and opportunities of and project management systems and put in place the Area and how the impact of different effective monitoring and review systems to ensure interventions have been assessed. From this work we remain on track and are able to respond to it is clear that more effective approaches to tackling changing circumstances (see Chapter 9 congestion are needed. ‘Implementation’ and Chapter 10 ‘Performance Management ’). 8.1.2 Demand Management - we are investigating in detail all forms of demand management, using 8.1.7 The position of the West Midlands the financial support committed by the Transport Metropolitan Area, at the heart of the nation's Innovation Fund (TIF). However, we recognise that road and rail networks, means there is some potential measures, such as electronic road inevitable tension between the demands of pricing would take some years to introduce. local and longer distance movements of people and goods. The interaction between these 8.1.3 Our short term strategy is based movements on the motorway and rail networks at on existing policy options but their effectiveness is a time when capacity is limited is critical to our limited. We wish to work in partnership with Area. We work closely with the Highways Agency Government to develop and deliver longer term and Network Rail to resolve the problems that solutions that tackle congestion effectively and bring arise. The importance of trips through the West about the improvements to the quality of life and Midlands to the national economy and how we business competitiveness that we seek. manage demand by both road and rail in the medium term is one of the major challenges facing 8.1.4 Whilst tackling congestion is our main priority, our TIF work. reflecting the outcomes of the research and consultation we have undertaken, we will continue 8.1.8 We will only be able to deliver our to work to improve air quality, road safety, strategy if we have long term support from the accessibility - particularly for the socially excluded, many stakeholders and citizens in the Area. and directly support the regeneration of the urban Hence a key element of our strategy, both short area. and longer term, is ongoing meaningful dialogue, consultation and information provision. We already 8.1.5 We have not set out a hierarchy of have in place a range of mechanisms for ongoing transport users as this LTP2 is outcome focused, engagement with the business community, as suggested by Government Guidance. Indeed environmental groups, transport operators and we recognise that, for a complex urban area, the different sectors of the public at a metropolitan priority of different users will change through time level. This is supported by a wide range of and place. For example where a congested arrangements at a local level across the constituent strategic route passes through a local centre it will authorities. However, we recognise the need to be appropriate to give priority to movements along strengthen the way in which we communicate the that route at peak times - for all users, but outside key transport messages and ensure people are well the peak the needs of people using the centre, for informed about our proposals and how they fit with example loading and pedestrians crossing and national proposals. We anticipate this will be an socialising will need to be given a greater priority. increasingly important part of our strategy, We have however sought to ensure we fully particularly when hard choices about how we tackle understand the impact of different measures on congestion are faced. different groups of transport users so a clear understanding of who gains and loses from any 8.1.9 The strategy integrates with a range of proposal is possible. The ongoing engagement other policy frameworks, most notably the with stakeholders has been important for this in Regional Spatial Strategy, Regional Economic addition to technical work such as the Equality Strategy and Regional Housing Strategy, whilst Assessment and guidance such as the 'Age recognising the national and local dimensions that Proofing Toolkit'. exist. Our transport strategy seeks to both support and influence these. Where transport investment
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is planned we will seek to ensure other strategies 8.1.14 The detailed contribution of different reflect this so that we maximize the benefits from modes of transport and specific programme this investment, helping to lead policy development areas is set out in the Appendices. We have rather than just responding to other initiatives. As adopted this approach to ensure the core document identified earlier, ongoing work in respect of the remains a manageable size. As our LTP2 covers Black Country Study, the the largest metropolitan area outside London, with Coventry/Solihull/Warwicks Study and emerging a population of approximately 2½ million, there is City Region Development Plan is underway. The a limit to the amount of detail we can cover in it. LTP2 has been influenced by this work and this Hence the Appendices cover, in greater detail, how work will influence LTP2 delivery. However, the different modes, for example walking and cycling, timetables are such that it is not possible to are expected to contribute to the delivery of the encompass any detailed aspect of these studies in strategy. the LTP2. We will review our strategy in the light of conclusions emerging from these studies as part 8.2 Strategy Framework of the monitoring and review process we have put in place. 8.2.1 Our key focus is tackling congestion in order to support the sustainable regeneration and other 8.1.10 The following sections outline the three policy aims of the Metropolitan Area. We will create principle elements of our short term strategy. the opportunities and quality of environment that The range of policy tools we propose to use are will support the Regional Spatial Strategy’s aim of described. These are often used in packages to reversing population dispersal from urban areas maximise their impact. The initial TIF work will into the surrounding shires. Our Strategy supports examine in detail the contribution of different tools regeneration by aiming to: to congestion reduction and the early outcomes will be used to inform the choice of which tools, in which halt the rise of congestion in the Metropolitan combinations and to what extent, should be used Area to target congestion in the short term. deliver good accessibility to jobs, education and services for all 8.1.11 In parallel on-going accessibility improve road safety, especially for the most planning work will be examining appropriate vulnerable policy responses to the problems identified from produce better air quality for everyone the analysis using Accession and complementary approaches. Where there is a 8.2.2 The Strategy has three principal elements, transport element to the proposed resolution, it is which are to: anticipated that bespoke measures for the particular problem identified will be developed. We are a. make best use of the existing transport particularly conscious of the potential impact of any network road pricing scheme on people with limited incomes. We will be seeking to ensure that any b. enhance the quality of public transport demand management measure introduced does not adversely impact on the accessibility of c. target investment in infrastructure to excluded groups. Corporate approaches to land support regeneration use planning policy will also be influenced by the Accession outputs. 8.2.3 The balance of emphasis between these elements will be determined by the effectiveness 8.1.12 The very successful work undertaken to improve road safety will continue, building on of different demand management and congestion our experience from the impacts of previous reduction approaches. Work to identify the balance measures and looking for new approaches. needed is underway as part of our initial Transport Innovation Fund study. Thus it is possible that the 8.1.13 Reducing congestion will be the main contribution of different elements will differ in the plank of our approach to improving air quality, short term compared with the longer term. The coupled with direct measures such as supporting following outlines the ways in which the different and encouraging the use of alternatively fuelled measures can contribute to achieving our aims by: vehicles, car clubs, walking and cycling.
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creating a more efficient, safer road network 8.2.7 A programme of awareness raising and through stronger management and by using promotion of sustainable travel modes is underway, new technology with a target of achieving a 5% modal shift from car accommodating extra trips on a better quality, to non-car journeys by 2011. Achieving this is integrated public transport network or through critical to ensuring we are able to provide for the walking and cycling extra trips we anticipate in ways that are not harmful managing demand, with all options being to the environment - both locally and globally. This examined, including road pricing. Current programme supports the successful Travelwise approaches, for example by controlling and initiatives promoted by individual authorities and managing parking provision in accordance includes the successful Company Travelwise with the agreed joint policy framework (i), may scheme. Discussions are also underway to need strengthening if we are to meet the implement a Community Travelwise programme targets we have set. Clearly in the longer specifically aimed at community groups and term, any decision to proceed with a form of religious venues to encourage the promotion of road pricing would be very influential in sustainable travel to their patrons and members. determining what other complementary 8.2.8 We have engaged professional measures would be needed communicators to ensure a coordinated, common Creating high quality 'Gateways' to the region approach which makes people aware of new such as New Street Station and Birmingham facilities and how to use them. This will see International Airport targeted campaigning to promote public transport, walking and cycling and capitalise on the synergy 8.2.4 Specific, detailed modal approaches, including the Bus Strategy and contribution of that can be created between local initiatives. It is walking, cycling and powered two wheelers are set essential to ensure the maximum return on capital out in the Appendices. invested in infrastructure improvements and this will be an early focus of this work, for example by (a) Making best use of the existing transport ensuring people are aware of the opportunities network provided by a new Bus Showcase route. Facilities for walking and cycling will continue to be improved 8.2.5 This aspect of the Strategy contains using our Integrated Transport Block in association seven main elements: with campaigns to ensure best value for money.
Smarter Choices (Including walking and 8.2.9 People with mobility difficulties are of cycling) particular concern as they often have limited Red Routes choices and their needs and restricted range of Urban Traffic Management & Control potential choices needs to be recognised. improvements 8.2.10 'Smarter Choices' also aims to increase car Park & Ride occupancy, which improves network efficiency. We Enhancing Transport Information will experiment with network management Managing the Network Assets measures such as High Occupancy Vehicle lanes. Demand Management 8.2.11 We will continue alliances with bodies with Smarter Choices common interests, such as Regeneration Companies and Health Agencies, in order to 8.2.6 People need information which enables them maximise the potential of 'Smarter Choices'. The to choose the travel mode which has least impact continued development of the Help2Travel on congestion and the environment. This is (MATTISSE) information system, which delivers potentially the best value-for-money way of real time information on road, rail and some bus managing demand. Relatively small changes in services, will also help more people make 'Smarter modal split in favour of public transport, walking Choices'. We will also seek to actively promote the and cycling can significantly improve the efficiency Traveline online journey planning facility as a means of the network. of ensuring members of the public have access to the information that they require to make their travel
i Policy Framework Statement in 'Opportunities to Reduce Congestion' section, in Chapter 6 ‘Opportunities’
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choices. Traveline is a Government-led initiative users, including pedestrians. Their work will through DfT that aims to provide a comprehensive contribute to the delivery of our objectives and public transport information service for passengers. targets, especially those related to congestion. Our Within the West Midlands the Traveline facility is detailed approach is set out in Annexe C provided by a single call centre, operated by West ‘Congestion Strategy Statement’. Midlands Transport Information Services Ltd. (WMTIS). It is a joint company with shareholders Park & Ride representing all local bus operators, Centro and County and Unitary Authorities. The Traveline 8.2.16 This is a way of enabling car users to switch service is available over the telephone and Internet. to public transport for the final part of their journey The service is being developed to include SMS text into congested inner urban areas. It is another way to mobile messages and real time information. of making better use of the network. Park & Ride is important for longer journeys both within our Area Red Routes and from the surrounding shires. We will expand existing sites and develop new facilities, where 8.2.12 Red Routes are intended to improve appropriate in partnership with adjoining authorities. highway efficiency and the local environment. They Improvements to local sites will continue to meet are essentially Urban Clearways with strict controls local demand. The programme includes a proposed on stopping, parking and loading, and which also Strategic Park & Ride site at Longbridge which will offer improvements in road safety and the 'street reduce congestion on one of Birmingham's busiest scene'. They are widespread in London. A pilot corridors and we support, in principle, the Brinsford Red Route on the A34 through Solihull has proposal in Staffordshire. The implementation improved highway efficiency, safety and the local timetable for these schemes will be influenced by environment. Following the success in Solihull, it the Regional Prioritisation Process. is intended to improve efficiency on all strategic roads through a network of Red Routes. Phase 1 Enhancing Transport Information is currently being rolled out at a cost of some £28 million. We anticipate submitting Phase 2 for 8.2.17 We will ensure that travellers are aware of approval in 2006. the options available. The 'Help2Travel' Internet site offers real time information on road, rail and Urban Traffic Management and Control some bus services and is a key tool in ensuring that Improvements transport networks are used more efficiently. Development of new ways to deliver travel 8.2.13 Traffic signals and other control systems information, for example by mobile phone, is are critical to network efficiency. Junctions are a underway. Trustworthy real time information gives major source of delays. Pollution associated with people greater confidence to make 'Smarter delays is a major contributor to poor air quality. Choices'. It is intended that ongoing development Small improvements in junction efficiency will bring will be funded from our Integrated Transport block noticeable benefits and we propose to: allocation. This is enhanced by the roll out of the bus Real Time Information programme, part funded upgrade hardware and software by Transport Direct, that became fully operational improve management capability in early 2006. In addition traditional information will establish clear performance criteria be enhanced. Centro will be ensuring that every bus stop will have printed timetable information as 8.2.14 Major Scheme funding is being sought as part of the role out of the Network West Midlands part of the £1 billion pledged in the Government’s re-branding response to the West Midlands Area Multi Modal Study. We will also seek new and innovative Managing Network Assets approaches to demand management in partnership with the DfT and HA, and identify solutions that are 8.2.18 Our aim is to identify the best allocation of appropriate for our Area and compatible with resources for managing, operating, maintaining and measures on the national highway network. enhancing our transport infrastructure. We believe that effective maintenance is essential for the 8.2.15 The new Traffic Managers, appointed by provision of an efficient transport network, whether the Metropolitan Authorities, are vital to this aspect for walking, cycling, motor-cycling or for higher of our Strategy. Their day-to-day role is to manage quality and more comfortable bus journeys. We local highway networks to the benefit of all highway also consider that the relationship between
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maintainability and sustainability to be fundamental as the alternatives needed, if people are to change to every aspect of the renewal, replacement or their behaviour. network development process. 8.2.23 Examining approaches to, and the potential 8.2.19 Our approach to Asset Management effects of, demand management measures, embraces this ethic for every aspect of the network including road pricing is central to our initial infrastructure including the carriageway, and Transport Innovative Fund (TIF) work. The outcome footway fabrics, signing, lighting, information and from this will guide our future approaches. control systems, fencing, structures and cycle ways. Together with non-highway assets, such as (b) Enhancing the Quality of Public Transport car parks owned and managed under separate Authority corporate asset management plans, these 8.2.24 It is critical that public transport plays a plans constitute the Transport Asset Management major role in providing for extra trips if our Plan. We seek to minimise network disruption congestion targets are to be achieved and problems caused by maintenance and repair and embrace relating to air quality, safety and accessibility are the provisions of the Transport Management Act in not to be made worse. This is important against a ensuring that our actions and proposals are planned background of rising car ownership and use. We and coordinated in conjunction with the many other need to improve overall quality, including customer network service providers with fixed infrastructure service and the operating environment, if it is to in place. prove a realistic alternative to car travel.
8.2.25 8.2.20 We have identified two key principles which Many elements of customer service are embrace VFM and asset management: outside the control of the Authorities and need to be tackled in partnership with public transport maintenance work must be done in good time operators. These include cleanliness, customer so that costs are controlled and assets care, enforcement of no-smoking regulations, prevented from deteriorating so much that security and the image and attractiveness of public routine maintenance is no longer possible transport. One element that we can share is the whole life costs of new infrastructure are provision of good travel information. If people have considered carefully and compared against reliable accurate information at hand they can make alternatives which could be more economic 'Smarter Choices'. in the long term 8.2.26 Again, part of our TIF programme will include Demand Management examining ways in which the quality of service needed can be provided. 8.2.21 Spreading the demands on the transport network to make most efficient use of it has been Buses practiced for many years. In public transport, the 8.2.27 Improving the operating environment for most obvious current example is pricing where off buses is mostly about achieving better reliability, peak travel is encouraged by lower prices. On the punctuality and journey speeds. Buses are the highway network, a long standing example has most used form of public transport and are at the been using car parking provision and / or pricing to heart of our Strategy. We have made significant limit demand in peak periods. The competitiveness investments in bus infrastructure in recent years, of the Area is undermined by increasing congestion, using a variety of tools such as bus gates, traffic as well as the quality of the environment being management exemptions, bus lanes and new bus diminished. As the nature and extent of the problem stations and interchanges. We will continue to varies across the Area it is anticipated that a range enhance network efficiency. of approaches, tailored to local circumstances will be pursued. One approach could be to lessen the 8.2.28 If motorists are to be attracted out of their impact of the 'school run' by working towards cars, and congestion reduced, a much higher quality adjusting school hours. bus network is required, especially if road demand management is introduced. Our Bus Strategy 8.2.22 We need to build a consensus with outlines the objectives, policies and detailed actions stakeholders in respect of innovative ways of using required across 16 policy areas to achieve a target the highway network more efficiently in the future. of 355 million bus passenger journeys per year in It is imperative that any such discussions take 2010/11. account of our economic competitiveness as well
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reducing congestion and improving accessibility, air quality and road safety. The ability to support modal shift is particularly important in ensuring our Area can accommodate extra trips from successful regeneration without congestion damaging our aspirations.
8.2.33 Currently two extensions to Metro Line 1 - through Birmingham City Centre and to Brierley Hill - are planned to begin construction during the LTP2 period. A programme for further expansion of the network has been agreed in principle and includes a further Black Country route - the '5Ws' - linking 8.2.29 Current trends in bus usage are still important centres and radial routes serving downwards. If this trend is to be reversed, and the Birmingham along corridors such as Coventry Road objectives of the Bus Strategy and LTP2 achieved, and Hagley Road. In the long term, completion of the Metropolitan Authorities, including the PTA, the Metro network is seen as critical to regeneration require more influence in the specification and of our Area. Initial work on the Black Country Study monitoring of bus services in our Area to ensure sees Metro as a core public transport mode linking higher quality standards, a more integrated bus the Black Country centres. network and a bus service offering an attractive alternative to the car. 8.2.34 The development of the Metro network is a key proposal of the RSS and it is anticipated that 8.2.30 The only practicable way of achieving the longer term Metro proposals will emerge from the objectives of the Bus Strategy and the LTP2, using sub-regional studies underway. current legislation, is considered to be through the use of Quality Bus Contracts. However, with the Heavy Rail current statutory processes, getting Quality Bus 8.2.35 Heavy rail forms an increasingly important Contracts in place will be time consuming, perhaps part of the public transport offer, and this is taking five years to achieve across the Metropolitan recognised in the Route Utilisation Strategy (RUS) Area. In the meantime, we will be working with all produced by the Strategic Rail Authority. Patronage stakeholders to implement the recently approved has risen and is projected to continue to do so. Bus Strategy which has been significantly revised This has led to overcrowding on trains and at to grow bus patronage from the 2003/04 figure of stations. The RUS recommends a number of 325 million passenger journeys per annum to options for increasing capacity and Centro will work 355 million by 2010/11. This will require close with industry partners to seek ways of delivering working between PTA/Centro, local authorities and these options. Proposals to enhance Birmingham bus companies to achieve improvements in the New Street, Coventry and Wolverhampton stations short term. are all in the Major Schemes programme. 8.2.31 We have Major Scheme proposals to help 8.2.36 New Street Station is a major gateway of deliver improvements to operating conditions, national and regional importance and is a priority alongside a significant Integrated Transport budget not just for this LTP2 but for the whole West of some £9 -10 million per annum to deliver Midlands region. Showcase routes. 8.2.37 In addition, the programme includes Metro proposals for Rail Showcase enhancements. These will seek to significantly improve the overall travel 8.2.32 Light rail can provide a step change in the quality, reliability and attractiveness of public experience of customers using these popular local transport in key corridors. Future expansion is a rail routes, reflecting the need to drive up quality. critical element of our overall approach and will be In the shorter term capacity problems will be tackled carefully phased to build a cohesive network. Our by providing longer trains and platforms where plans will reflect deliverability, affordability, value needed. for money and policy priorities and be responsive 8.2.38 Providing more and better quality Park & to changing requirements. Light rail schemes have Ride facilities at stations is another important part a proven record of attracting motorists, thereby
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of the Strategy. In some instances we will look to Birmingham International Airport (BIA) adjoining Authorities to provide facilities, such as the proposed Worcester Parkway station and the 8.2.43 The RSS identifies BIA as the principal Coleshill Interchange which is under construction. international airport and improving access to it is a regional priority. The expansion plans announced 8.2.39 The re-franchising of the Central Trains in late 2005 reflect the importance of BIA to the franchise, changing rail responsibilities of PTEs and region. It is both a major Gateway and generator re-organisation of national rail responsibilities all of economic activity in its own right. Once the bring uncertainty at present. However, the expansion plans are finalised there is likely to be a Authorities want to work within the new need to re-assess our long term programme to arrangements to enhance rail capacity and to consider issues like the re-alignment of the A45. deliver higher quality and reliability. This will need to be a joint exercise with the rail industry and Highways Agency as well as the airport These measures will provide value-for-money ways company and local authorities. of providing attractive and viable alternatives to the car, whether for whole trips or Park & Ride 8.2.44 Currently, we are awaiting a decision on a journeys. They will support the Strategy in making Major Scheme proposal to improve public transport best use of the existing transport network. access by bus. A Surface Access Plan will be developed to ensure appropriate transport choices (c) Targeting Investment in Infrastructure to are available to people using the Airport. support Regeneration Funding 8.2.40 The level of regeneration and renewal planned for the West Midlands means that although 8.2.45 The bulk of the funding will come from Major we seek to maximise the use of existing or already Schemes, Integrated Transport (IT) or Maintenance planned transport infrastructure, specific schemes block allocations. The Major Scheme programme, to support proposals are needed. Hence our LTP2 mainly derived from from WMAMMS and endorsed supports schemes arising from Housing Renewal by the Secretary of State, receives ring fenced Areas, Regeneration Zones and High Technology funding approvals when Schemes are accepted. Corridors. 8.2.46 The IT block is used to support the delivery 8.2.41 An example of how our LTP2 supports the of the three key elements of the strategy. Reflecting objective of job creation on brownfield land is the Government advice, we attach a high priority to provisionally approved Darlaston Strategic enhancing the quality of the bus network. One Development Access Major Scheme in Walsall. element of this is rolling out our Bus Showcase Other examples of proposals which support industry network. This aims to bring all key routes (and their and employment are the i54 Wobaston Road and feeders) up to Showcase standards. This is a Chester Road Major Schemes, both supporting comprehensive programme, undertaken in investment by Advantage West Midlands and the partnership with bus operators and the police. It private sector. The proposed access project, focuses on the whole journey experience and incorporating a Quality Bus Network in the East considers getting to and from bus stops, Birmingham & Noth Solihull area will support the information, journey speed, reliability, etc. Fuller objectives of the East Birmingham & North Solihull details are included in the Bus Strategy. We have Regeneration Zone (also a housing market consistently allocated 20-25% of our IT block to this restructuring area). work and plan to do so for the remaining LTP2 period. 8.2.42 National and international links are critical to the successful regeneration of the West 8.2.47 This support of the aim to enhance the Midlands. The Birmingham New Street Station and quality of public transport in our Area is furthered Birmingham International Airport proposals are by the decision to allocate 25% of the balance of among the enhancements in our programme in the IT block, after joint initiative funding provision, support of the Regional Spatial Strategy (RSS) and to Centro. This allocation is used to support a range Regional Economic Strategy. of local rail and bus improvements, within the framework of the 20 Year Strategy, Bus Strategy and LTP2 This means we target some 45% - 50% of our IT block to enhancing public transport. This has the twin benefits of improving the quality of
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choice available for travel and helping improve as safety scheme work, accessibility planning work, accessibility, for example our programme of provision of cycling facilities, etc. The balance of accessible showcase bus stops has been mainly expenditure for these elements reflects the actions funded in this way. This commitment of funding needed locally to achieve our targets and reflects the stretching target we have set to increase aspirations set out in the LTP2. A number of bus patronage. programmes such as the Safer Routes to Schools initiative require a combination of capital and 8.2.48 The IT block is also used to support the revenue funding. Cycling expenditure has risen strategy element 'making best use of the existing over the previous two years. transport network'. 8.2.52 The current IT block profile is distorted by 8.2.49 Efficient Urban Traffic Management, to get the costs of building the Blackheath Bypass. This the best out of the existing system, is an important local scheme which has multi benefits in terms of part of this approach. This is now linked to the work congestion, air quality, safety and local regeneration of the Traffic Managers, appointed by each is taking a substantial part of Sandwell's share of Authority. A detailed description of the approach the IT block for a short period. and joint working is set out in the Network Management Duty Statement. Ongoing 8.2.53 The Maintenance block is used to maintain development of our traffic management systems is our assets, and the approach is detailed in Chapter funded from an ongoing joint programme - running 9 ‘Implementation’ at some £300,000+ plus local contributions for specific improvements, for example to increase the Summary number of CCTV cameras used to aid traffic management. We recognise that significant 8.2.54 To summarise, the three elements of our benefits could be obtained from enhancing our work longer term Strategy provide a framework within in this area and are considering increasing our which we can undertake programmes that tackle annual joint development activity. Currently we are the issues of congestion, accessibility, air quality evaluating options to determine which offers best and road safety. Our Major Schemes are focused value for money. However, we have demonstrated on these elements and are designed to produce in a Major Scheme bid that a substantial increase multiple benefits. Packages of policies will also be in expenditure could have significant benefits and introduced on key corridors. The mix of schemes are seeking Major Scheme funding to achieve this. within our IT block clearly gives priority to enhancing public transport, particularly bus travel. This reflects 8.2.50 The development of the local Park & Ride the Guidance to put the bus at the heart of our programme is funded from this element. This has strategy. Increasing the use of public transport is resulted in a significant increase in the provision of an essential part of achieving many of our targets. spaces. This programme is a combination of opportunistic improvements and a planned 8.2.55 Our approach supports the Regional Spatial, programme targeting the most congested routes Economic and Housing Strategies. The ambition and locations. Hence the contribution year-on-year is to create a quality of life within the Metropolitan cannot be precisely determined in advance. The Area which ensures that the dispersal of jobs and recent expansion of the Stourbridge facility, people, creating less sustainable development, is intercepting traffic primarily bound for the Hagley halted. High levels of traffic and congestion Road (A456) which is one of the busiest radials degrade our quality of life. This LTP2 sets out a serving Birmingham, is an example of this Strategy which provides for the extra trips generated programme. Such schemes help maximise the use by renewal and regeneration without further of the rail network - however capacity problems at degrading our environment. New Street Station are restricting the ability of the 8.2.56 The following sections set out how our rail network to continue the carriage of increasing Strategy addresses the four themes of the Transport numbers of passengers. Shared Priority. 8.2.51 In addition the IT block is used to support our ongoing programme of minor schemes, such
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Figure 8.1 Strategy Framework
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8.3 Congestion Strategy 8.3.6 Our short term strategy will also reduce congestion through road network improvements, 8.3.1 This section highlights the key elements of public transport enhancements and local schemes our Congestion Strategy and a detailed description that support regeneration. We will coordinate our is included in Annexe C ‘Congestion Strategy programmes with the Highways Agency, through Statement’ the ATM and Route Management Strategies, DfT (Rail), through implementation of the Rail Utilisation 8.3.2 There are two parts to the Strategy; the short Study (RUS) recommendations, and with term prior to any implementation of proposals neighbouring authorities, for example on strategic arising from the TIF study; and the long term Park & Ride sites. encompassing the roll out of any proposals arising from the TIF work. Evidence Short Term Birmingham City Council has set up a 8.3.3 Our short term strategy has two main 'Congestion Task Force' with representatives elements: from a range of organisations to focus on 1. targeting congestion hotspots and corridors tackling congestion 'hot spots' in the city. for action and ongoing network-wide improvements to drive up the quality of alternatives to car use and the efficiency of 8.3.7 Congestion on local rail services is being the network (both road and rail) approached within the framework set by the RUS. 2. policies to assist constraint, for example car The primary actions are to lengthen platforms to parking policies that do not encourage allow longer trains to run as there are only commuting by car to centres extremely limited opportunities for running extra trains at peak periods. Limited door opening is also being considered where lengthening poses particular problems. Despite the limited opportunities, ways of reducing congestion and improving reliability through revising timetables and stopping patterns, whilst still maintaining reliability will continue to be explored to ensure we are squeezing as much out of the system as possible.
8.3.8 A review of how individual elements of our Strategy and programme such as red routes contribute to tackling congestion is provided in Annexe C ‘Congestion Strategy Statement’. 8.3.4 This all takes place within the framework of 8.3.9 We have used outputs from the new PRISM ongoing work to encourage modal switching to the model to forecast what the increase in the number most efficient forms of transport. of trips would be, assuming recent trends continue. 8.3.5 Using information from ITIS, MATTISSE and Trips will increase as a result of our regeneration UTC operators, we are identifying the key road policies creating more jobs and housing in the congestion points by both time of day and location. Metropolitan Area. An increase of 13% is forecast Using resources primarily from our IT block, we are, - some 240 million extra trips per year. Of these, where possible, identifying local solutions to 165 million would be car trips, which would particular problems. We will seek to 'lock in' undoubtedly exacerbate congestion and increase benefits achieved, to ensure these do not merely peak period car journey times by 25% to 35%. Bus release extra capacity that is filled by additional users would suffer slightly smaller increases in vehicles. This approach has already been used to delays. PRISM outputs indicate that the IT block develop the Red Routes package 1 proposals, but programme would enable us to deliver our programming considerations have meant we have congestion and related targets. However, it would not been able to adopt a 'worst first' approach. It not support the regeneration of the Area or our long will also inform the development of future phases. term growth aspirations.
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8.3.10 The challenge we face is to ensure that 8.3.12 We have plans, subject to funding being congestion harms neither our competitiveness nor available, to improve road network efficiency. The environmental quality. This means that public two principal tools are Red Routes and UTC transport, walking and cycling must play a bigger improvements. The expansion of Red Routes role in providing for extra trips and in ensuring our across our Area is expected to reduce journey times transport networks operate as efficiently as by 10% and improve reliability by 20%. Our UTC possible. proposals have the ability to increase peak period capacity on the strategic network by 3% and reduce 8.3.11 We can have greatest impact by delays by 10% -15%. We will undertake measures encouraging people to change the way they travel to 'lock in' these benefits, so that we avoid from cars to public transport, walking and cycling. increasing car trips at the expense of other modes. We have put in place a programme to enhance the Ongoing improvement to our network information work we already do through TravelWise and Safer and management system, funded from our IT block, Routes to School. Our aim is to transfer a further will continue but will not bring the benefits that the 5% of trips from cars to other modes. This would UTC Major Scheme could. limit the increase in peak period congestion to between 17% and 25%. Total kilometres travelled 8.3.13 Further Major Schemes to improve the bus by car would increase by about 7% to 8%. The roll and rail network capacity and reliability are out of the Network West Midlands re-branding is proposed, but depend on new funding becoming anticipated to contribute to achieving the modal available. transfer sought and this will begin in 2006. Planned Major Schemes could also mean that congestion 8.3.14 Table 8.1 ‘Forecast Number of Trips did not increase to such a large degree, but their (millions per year)’ sets out the current forecasts. delivery would take some years and thus benefits would mainly be experienced at the end of the LTP2 period and beyond.
Table 8.1 Forecast Number of Trips (millions per year)
Base Forecast Committed Schemes Committed Schemes with 5% Scenario (Surveys) Growth Only Transfer Trips % Trips Difference Transfer Trips Difference Mode / 2001 2001-11 2011 2001-2011 2011 2011 2001-2011 Year Car 1,108.0 15% 1,274.2 166.2 -63.7 1,210.5 102.5 Bus 336.0 6% 356.2 20.2 29.0 385.2 49.2 Rail 24.8 33% 33.0 8.2 2.7 35.7 10.9 Metro 4.8 40% 6.7 1.9 0.5 7.3 2.5 Total Mech. 1,473.6 13% 1,670.1 196.5 -31.5 1,638.6 165.0 Mode Walk & 341.2 13% 386.7 45.5 31.5 418.1 77.0 Cycle Grand Total 1,814.8 13% 2,056.7 242.0 0.0 2,056.7 242.0
time, the focus is on managing demand and all Long Term Strategy approaches, including road pricing will be examined. It is intended that the first stage of the 8.3.15 The long term strategy will be determined technical work will be completed by June 2006. If by the outcomes from the TIF work. However, it is it is decided to move to the next stage, a detailed clear that if we are to cater for the extra trips examination of a limited number of options is likely. forecast and prevent congestion getting worse a Key pre-conditions that must be satisfied are set step change in our approach is necessary. At this
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out below. A full copy of the submission is available Conclusion to view at www.westmidlandsltp.gov.uk and a summary in included in the Congestion Strategy 8.3.19 The Metropolitan Area deserves a Statement. world-class transport system that meets the needs of local people and that reflects the significance of 8.3.16 There are many approaches to dealing with our position at the heart of the country. Ignoring congestion and the solutions must be right for our congestion is not an option if we are to stay Area. The cordon scheme of congestion charging competitive and see jobs and housing grow. We that was introduced in central London in 2003 is are studying potential solutions to our transport just one way of approaching the problem. This is problems in partnership with the Government and recognised as not being suitable for the West stakeholders to identify an agreed way forward. Midlands Metropolitan Area. There are many alternatives, including for example: 8.4 Accessibility Strategy
Targeting of peak time travel behaviours, for 8.4.1 This section highlights the key themes of our example the school run approach. Details are set out in Annexe A Electronic road pricing by locality and time of ‘Accessibility Strategy Statement’. day Home-working and variable workplace hours 8.4.2 Accessibility planning tackles the problems Parking standards of disadvantaged groups and areas and promotes social inclusion. It concentrates on access to Road Pricing opportunities that are likely to have most impact on life chances: employment, education, health care 8.3.17 We are clear that no form of road pricing and fresh food shops. could be introduced unless certain conditions are in place. In particular: 8.4.3 These opportunities are seen as important in the Community Plans or Strategies for all seven Any schemes must improve and not detract Metropolitan Authorities, so the Accessibility from the region’s competitiveness Strategy, set out in the Annexe, addresses them Appropriate transport alternatives must be as high-level objectives. significantly funded and coming on stream to provide choice 8.4.4 Our Accessibility Strategy is based on a The factors affecting the conurbation’s ability three-level approach: to deliver quality bus services must be strategic-level analytical evidence produced addressed by the Accession software There must be discussions about possible discussions with Local Strategic Partnerships, ways of hypothecating of revenues for Primary Care Trusts, Local Education reinvestment in transport in our Area Authorities and providers of transport for The innovation and knowledge base of the people who cannot use conventional public West Midlands should be fully utilised in taking transport any initiatives forward building on work underway or recently completed in disadvantaged areas such as 8.3.18 Any solutions must also: Regeneration Zones Take account of any national road pricing scheme(s), given our Area's proximity to key Current Position motorways and its place at the heart of the 8.4.5 Strategic Travel Time mapping shows that country’s road network there is generally good accessibility in most places Be responsive to specific local conditions in at most times for the 33.7% (2001) of households the conurbation both in terms of location and without a car, due to the extensive bus network. time of day Two strategic 'accessibility gaps' have been Be integrated with the overall transport identified and we have set the following targets to strategy for the conurbation focus on these : Be consistent with our economic growth, regeneration and social inclusion strategies and align with regional transport strategies
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increase the number of people attending job work with the Highways Agency on emissions interviews per year via access initiatives from from motorway traffic 1,150 in 2005 to 2,300 by 2011 detailed local initiatives to tackle local increase the total population within 30 minutes 'hotspots' inter-peak travel time of a main NHS hospital policies which encourage more sustainable by "accessible" public transport from the 2005 transport with less impact on air quality baseline of 580,000 by 50% by 2011 8.5.3 Motorways passing through the Metropolitan 8.4.6 Work in respect of the first target will focus Area are a major source of vehicle emissions and on joint working with Job Centre Plus to develop there are a number of AQMAs in the M6 corridor. our 'Workwise' scheme. For the second target, we We are working with the HA to develop Route will focus our bus improvement programme, in Management Strategies which tackle air quality. partnership with operators in problem areas. We will also work alongside the Active Traffic Management pilot, to ensure that control systems 8.4.7 The consultation and partnership working for motorway and local traffic are linked and reduce has identified other barriers to accessibility that are queuing and stop-start driving. possibly more important than travel time, including: 8.5.4 Local hotspots will generally require individual cost combinations of engineering and management personal security techniques. lack of easy-to-understand travel information reliability of services 8.5.5 Our broader policies reflects two main strands of our strategy: more efficient use of the network 8.4.8 The groups most affected include: and enhanced public transport. Measures outlined earlier in this LTP2 all have a role in reducing people with learning difficulties congestion and emissions, and promoting more people with mobility problems sustainable forms of transport. The Metropolitan Senior Citizens Authorities will continue to promote alternative fuel people without English as their first language vehicles, both for use within their own fleets and to other users. 8.4.9 Our approach is to work in partnership to help overcome these broader problems as part of a 8.5.6 A Metropolitan group of Transport and coordinated response to accessibility problems. Environmental Health Officers has been established This will include discussions with key groups as to tackle air quality. They can offer advice on the identified above as well as using detailed analytical best approaches to different problems. work undertaken in key areas. Potential solutions will be developed as action plans to ensure a 8.5.7 Air Quality Action Plans are in the process corporate approach to resolving problems. It is of being developed in AQMAs across the anticipated that the measures set out in the Bus Metropolitan Area. For example, Wolverhampton Strategy for tackling personal security, City Council has taken the decision to designate understandable information and service reliability the whole of Wolverhampton an AQMA. This will be targeted to locations identified as having decision embraces the provisional air quality particular accessibility problems. objectives and requires a single Action Plan incorporating all wards. The Council has set up a 8.5 Air Quality Strategy Cross-Service Officer Group to oversee the preparation of the Air Quality Action Plan. It is the 8.5.1 Air quality is an important issue within our intention of the City Council to consider a complex Area. The Metropolitan Authorities have all suite of proposed actions with the aim of improving completed air quality reviews and assessments. air quality, including measures to reduce vehicle Annual average levels of nitrogen dioxide and, in emissions, improve public transport, reduce traffic volumes and promote changes to travel modes and some cases, particulates (PM10 particles) give most cause for concern out of the seven pollutants demand. considered. In response, Air Quality Management Areas (AQMAs) have been declared across our 8.5.8 Dudley MBC published its Air Quality Action Area, except in Solihull. Plan for Brierley Hill in October 2004 following declaration of the AQMA in March 2003. The 8.5.2 Our air quality strategy has three elements: AQMA was declared for annual mean
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concentrations of NO2, mostly from road traffic. the car and improvements to local public transport
NO2 concentrations in certain parts of this AQMA services. are likely to remain above the 2005 annual mean national objective unless action is taken. The 8.5.10 Coventry City Council has declared three Sustainable Access Network is the longer-term AQMAs due to the predicted exceedence of the response to address the problem. Its primary 2005 target for the NO2 annual mean. Action Plans function will be to reduce traffic congestion in the for all three are currently being developed.
High Street and roads connecting Brierley Hill to Monitoring has shown that NO2 annual mean levels the nearby Merry Hill shopping complex and in Burges in the city centre (AQMA1) are 72 Waterfront commercial development. This will microgrammes per cubic metre, 81% above the target annual mean. The major source is cars, provide a reduction in traffic generated NO2 thereby improving air quality within the AQMA. HGVs and stationary buses often with engines running. The Coventry Bus Rapid Transit Major Scheme can be expected to help address the latter issue.
8.5.11 Sandwell MBC have received clearance from DEFRA to extend the period for developing an Action Plan by twelve months as the whole of the borough is about to be declared an AQMA. It is therefore not proposed to create action plans for the six existing small AQMAs.
8.5.12 Further details of our approach to Air Quality issues is set out in Annexe B ‘Air Quality Strategy Statement’.
8.6 Road Safety Strategy
8.5.9 Final approval to make the Order for the 8.6.1 We have an excellent recent record in road Sedgley AQMA was granted by the Dudley MBC safety, both in terms of our rate of casualty Executive Committee in February 2005. The Air reduction and rate of accidents compared with the Quality Action Plan proposes a combination of other metropolitan areas. Our designation as a remedial measures including improvements to local Centre of Excellence, focusing on road safety, traffic management and control, information and reflects this. Casualty figures are shown in Table awareness initiatives, promotion of alternatives to 8.2 ‘Road Safety Casualties’.
Table 8.2 Road Safety Casualties
All Casualties Child Casualties Pedestrians Cyclists P2W Year KSI Slight KSI Slight All casualties All casualties All casualties 2000 1593 12733 285 1987 2592 847 764 2004 1149 10665 198 1386 1967 554 749
plan our response to Government initiatives. The 8.6.2 A continuation of the currently very successful engineering measures will be primarily funded from programme of Local Safety Schemes will ensure our IT block (capital) as part of integrated these trends are maintained. However, it must be programmes of revenue and capital funding to acknowledged that, due to the random nature of achieve synergy between the different funding incidents, the trends will 'flatten' in due course. Our blocks. road safety strategy is set out in detail in Annexe D ‘Road Safety Strategy Statement’. We will 8.6.3 We have some of the most deprived wards continue our successful programme of education, in the country, where tackling child casualty rates training and engineering measures. We gather data will be important. We will continue three current that enables us to identify local problems and to initiatives in Birmingham, Sandwell and Solihull
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during this LTP2 period, and seek opportunities for more targeted action.
8.6.4 Early evidence from the Red Route pilot in Solihull shows accidents have reduced. The roll out of the Red Route network will introduce a new tool for accident reduction.
8.6.5 The new approach in respect of the funding and operation of Safety Cameras, announced at the end of December 2005, will need to be reflected in our future road safety work and delivery of our strategy. However, as the approval process for this LTP2 commenced in January 2006, before publication of the further guidance referred to in the DfT letter, there has not been sufficient time to revisit our road safety strategy or targets. When the guidance in respect of future funding and use of Safety Cameras has been published, we look forward to taking up the offer of working closely with the DfT to review our targets and strategy delivery.
8.7 Targets
8.7.1 In addition to the mandatory targets set by the DfT, consultation and analysis have enabled us to identify extra targets against which we intend to measure our performance. These are:
making more efficient use of the existing transport network contributing to economic regeneration personal security freight movement
8.7.2 These extra targets are fundamental to measuring progress on key aspects of our Strategy. Details are set out in Chapter 10 ‘Performance Management ’.
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9 Implementation local and LTP2 priorities. This is why local patterns of expenditure and activity differ, whilst all 9.1 Introduction Authorities are playing their part in delivering the wider LTP2 objectives. Deliverability 9.1.8 General patterns of Maintenance expenditure 9.1.1 It is essential that we implement our are determined by LTP2 priorities, but local factors programme if we are to deliver the objectives of this again influence the detailed approaches of LTP2 and play our part in delivering the Transport individual Authorities. Shared Priority. We have substantially 9.1.9 We are making sure that Major Schemes link strengthened our delivery framework, having learnt to our overall Strategy and integrate with local from the experience of recent years during which initiatives. We consider both approved and LTP funding levels have risen substantially. proposed Major Schemes later in this section, along 9.1.2 We have outlined earlier our new officer and with how we aim to achieve value for money. Member structures for monitoring our capital programme - both major schemes and the 9.2 The Current Major Schemes Integrated Transport Block. These have helped Programme bring about a significant improvement in the delivery of our schemes. 9.2.1 Details of our Major Scheme proposals, including costs, timings and whether they are fully 9.1.3 We are putting considerable effort into or provisionally approved are set out in this section. communicating our proposals and how they fit into our LTP2 Strategy. We want to ensure that the 9.2.2 We illustrate how each Scheme contributes public and stakeholders understand the reasons towards the four themes of the Transport Shared for them and the wider context. We want to reduce Priority (TSP) and to our own LTP objective of the opposition which can arise from public 'ensuring that the transport system underpins the misunderstanding of proposals, and which can economic revitalisation of the West Midlands cause significant delays. Metropolitan Area'.
9.1.4 Finally, we are introducing more robust risk 9.2.3 The programme has been refined from our assessment and risk management procedures 2003 LTP. It takes account of: which, when combined with our other measures, will help to ensure that programmes are delivered contribution to the strategy on time and to budget.. priorities identified for the West Midlands by the Secretary of State in June 2003 Programme Composition the indication by the Secretary of State in June 2003 that up to £1 billion could be available 9.1.5 We have assembled our LTP2 programme for Major Schemes in order to deliver our local objectives and those of the three themes of our strategy the Transport Shared Priority. There are three Regional Funding Allocations elements: 9.2.4 Initially each Scheme was subject to peer Major Schemes review and prioritised according to its contribution Integrated Transport Block towards the following criteria: Maintenance Block regional transport priorities 9.1.6 We have balanced our priorities with their local objectives deliverability in order to produce a robust five-year the Transport Shared Priority framework. Our programme maximises regeneration opportunities to make best use of existing assets in order to minimise the need for new or upgraded 9.2.5 The deliverability of each Scheme was also infrastructure. assessed, in order to prepare a realistic programme. This process led to a robust 9.1.7 We have analysed past expenditure patterns strategy-generated programme of Major Schemes of individual Authorities to help compile individual within the financial constraints set by the Secretary Integrated Transport programmes which reflect both of State for the Provisional LTP.
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Regional Prioritisation networks from within our Integrated Transport (IT) block and in association with other proposals. This 9.2.6 Since the submission of the Provisional LTP2, is an area where we will actively seek additional a process of prioritising all Major Schemes in the funding from non LTP sources. West Midlands region, including Highways Agency schemes of regional importance, has been undertaken. This is to enable advice from the Regional Assembly and Advantage West Midlands (AWM) to be submitted to the DfT on our priorities, set against the funding levels identified in the Regional Funding Allocation published in July 2005. This provides a firm allocation of £88 million for 2005/06, of £90 million for 2006/07 and £92 million for 2007/08.
9.2.7 Led by a joint working group, the Strategic Transport Implementation Group, comprising of representatives of the Government Office, AWM, and the Regional Assembly, an agreed methodology for identifying priorities has been developed This has been an inclusive process, Western Orbital Routes ensuring that elected Members have been involved, as well as representatives of key stakeholders. 9.2.11 The other main difference is that schemes associated with the previously proposed Western 9.2.8 The outcome has been an agreed list of Orbital Route have now been dropped, following priorities that have been developed into a the Secretary of State's decision not to support the deliverable programme within the funding proposals. In their place, proposals to improve constraints set by the Regional Funding access from the Black Country to the existing Allocations. However, the final advice to the DfT motorway network have been introduced. will be submitted after the approval process for the LTP2 has commenced. Thus the LTP2 programme 9.3 The 5-Year Integrated Transport can only be considered to be provisional, pending Programme any changes agreed before the advice is submitted. These changes may arise as a consequence of 9.3.1 We strive to achieve VFM from our aligning the programmes for transport, economic programmes of IT block spending. We pool development and housing. resources so that funding can be directed to key Metropolitan initiatives. 9.2.9 Recognising that the Regional Funding Allocations are not sufficient to fund our full 9.3.2 As examples, we have maintained high levels aspirations, we have included some proposals, of funding for the Bus Showcase programme (£9.83 particularly extensions to the Metro network that million in 2005/06) and for development of the will need to seek alternative additional funding. The Help2Travel (MATTISSE) information system. programme still reflects the 2003 commitment made Some 25% of total funding has been allocated to by the Secretary of State to provide up to £1 billion Centro for public transport improvements. in funding for capital schemes and we will seek to work with the DfT to identify how this may be 9.3.3 In setting individual budgets, Authorities accessed. balance local needs against wider LTP2 priorities and targets. Their programmes are based on Walking and Cycling Planning Guidelines, with adjustments to reflect commitment to Metropolitan priorities. We believe 9.2.10 One particular difference from our 2003 we can add value by tackling these issues jointly, programme is that we no longer include Major across Authority boundaries. These elements are Scheme proposals for walking and cycling. This all central to our aim of ensuring that congestion reflects advice from the DfT that such schemes does not get worse, despite increased economic would be unlikely to meet the eligibility criteria for activity. Major Scheme funding. This is disappointing, but we will seek to continue the development of our
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9.4 The 5-Year Maintenance Programme takes into account the Best Value recommendations which follow individual inspections. Carriageway Maintenance 9.4.6 Many of each Authority's Best Value Introduction recommendations relate to local service issues and have limited transferability. The most common 9.4.1 Maintenance has much to contribute towards recommendations are to improve internal and wider transport and community objectives, external communications, sustainability, and to particularly on sustainability, accident and crime deliver social inclusion, particularly for disabled reduction and local accessibility. It was also rated people. Recommendations for longer term as one of the top priorities in public consultation improvements and with general application are to: during 2004 and 2005. Highway condition is a significant element of customer and stakeholder seek higher early year spending levels to satisfaction. We will need to take care that in maximise the power of investment making such contributions, the priority of the 2010 develop and apply United Kingdom Pavement backlog targets is not displaced. We will strive to Management System (UKPMS) approaches minimise disruption whilst essential works are along with Asset Management, National Code carried out, to ensure effective use of our network. and Whole Life Costing We will also ensure the fabric of the network is maintained to the highest practicable standard. 9.4.7 Best Value work will continue to seek to maximise: 9.4.2 Our Highway Maintenance programme will focus on meeting the mandatory targets for the the effectiveness of local resources, and levels condition of Principal Roads, Non-Principal of resources that can be applied to lasting Classified Roads, Unclassified Roads and repairs Footways. The detailed approach will be influenced cost effectiveness - through collective and by our emerging Transport Asset Management radical procurement and more partnering Plans (see section 10.3 ‘Transport Asset Management Plans ’). Partnership Working
9.4.3 We expect that the Birmingham Private 9.4.8 Our District Maintenance Engineers Group Finance Initiative (PFI) will begin to improve has been reorganised in order to create liaison highway and footway conditions during our LTP2 sub-groups which can help realise these initiatives. period. Birmingham City Council was awarded PFI The Group is making progress in a number of credits worth £379 million in October 2003 and we technical areas, notably procurement and condition anticipate investment of £20 million per year for measurement and comparison. The Group also three years from November 2006, the start of a contributes to Best Value benchmarking groups 25-year programme. outside our Area, developing and applying operational and performance data, processes and 9.4.4 This will substantially boost maintenance policies. This allows us to identify our strengths expenditure in Birmingham. However, until details and act on our weaknesses in individual service of the PFI are resolved, we cannot be precise about areas. the programme. The effect of the Birmingham PFI will be to reduce the total allocation to the Metropolitan Area. We are concerned that the allocation for the next five years will make it extremely challenging for non-PFI authorities to achieve national targets. (Birmingham's allocation for capital maintenance in 2005/06, including structures and lighting, is £9.816 million.)
9.4.5 We recognise the value of timely maintenance. This avoids the need for more costly remedial action sooner than would otherwise be necessary. Individual Authorities work together to ensure that their programme achieves value for money and responds to policy priorities. Their work
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9.4.9 Each Authority is represented in each to improve the services of individual Authorities. sub-group, so each can keep abreast of latest Its remit is to develop an efficient and consistent techniques, guidelines and legislation. Members approach to operations, keeping up-to-date with of the sub-groups also attend national groups, technology, methodology, guidelines and where they can disseminate knowledge and legislation. It investigates and tries out latest expertise and influence national initiatives. developments in winter maintenance. It maintains consistency on gritting routes which cross 9.4.10 The District Maintenance Engineers boundaries. The Group has contracts with the Group identifies and promotes best practice Meteorological Office and with Findlay Irvine for its through networking with other professional groups 'Icealert' ice detection system. and organisations. It develops the skills of managers and service providers. It also shares 9.4.15 The Technology Group deals with the knowledge, experience and data to promote Best procurement and specification of materials and Value through benchmarking and provides a link to processes and the promotion of sustainable the Chief Officers group on key network materials, processes and good practices in maintenance and management issues. procuring Highway Maintenance Services. It responds to national and European initiatives and 9.4.11 The Condition Survey Group deals with legislation. It seeks to reduce pollution and waste highway pavement maintenance condition surveys. from construction materials. The Group evaluates A core objective is to develop and implement a new materials and processes and exchanges survey strategy which provides accurate, timely and information and expertise in new materials and relevant information on the condition of the highway practices. network. The Group acts as consortia for the procurement of joint contracts for condition surveys. Best Value Performance Indicators (BVPI)
9.4.12 The Street Lighting Group provides a 9.4.16 These indicators are processed through the link to the Street Lighting Board. It shares UKPMS and have generally risen considerably knowledge, experience and data to promote Best throughout the Metropolitan Area. These rises Value and looks into the potential of joint should be seen as a result of improvements in the procurement of services. It also provides a forum data being processed, rather than as a result of for exchange of expertise and contributes to increases in the amount of deterioration. national technical and management initiatives. 9.4.17 BVPI produced from UKPMS visual surveys 9.4.13 The Structures Group deals with the of the Principal Road Network in 2001 were found design, management and maintenance of highway to be considerably lower than those derived from structures including bridges, tunnels, subways, other survey methods such as the deflectograph. culverts, retaining walls, gantries and high masts. This made comparisons difficult. Establishing a Its remit also covers technical approval of works benchmark figure and future targets for the associated with highway structures and specialist condition of the Principal Road Network has proved advice on the movement of abnormal loads. problematic.
9.4.18 Revised guidelines and methodology were issued in 2002. We issued joint tender documents for the collection of UKPMS visual condition data over the whole network. They again experienced difficulties in producing repeatable results because of the apparent subjectivity of the Coarse Visual Inspection (CVI) methodology. Similar problems were experienced elsewhere in the country and comments on the validity of CVI surveys were published in the National Road Maintenance Condition Survey (NRMCS) newsletter in March 2003:
'Data for the present series of BVPIs 9.4.14 The Winter Service Group deals with based mainly on visual inspections are winter maintenance and shares knowledge in order
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not proving as reliable a base for surveys. Our Principal Road Network was surveyed NRMCS as had been hoped.' in late 2003, recognising the wish to move to TTS. It is regrettable that, after the survey had been 9.4.19 The problem of data repeatability was carried out, the DfT insisted that data be collected highlighted at national level during a series of by accredited machines even though at the time of workshops sponsored by the DfT and TRL to the survey no such accreditation was available. promote the use of TRACS-type surveys on local This constraint does not appear in guidance from roads. The project director of the UK Roads the ODPM. Board’s TRACS Type Survey (TTS) Scoping Study, John Ekins, said that: 9.4.23 The information that we gathered will, however, help Authorities familiarise themselves "CVI is subjective... CVI is unreliable with the data and help trend analysis and target as a source of data for performance setting in future. It will also influence the Condition indicators... CVI results are not Survey Group’s contributions to the TTS comparable between authorities or Implementation Advisory Group and TTS Project between survey teams." Management Group.
9.4.20 In an effort to eliminate inconsistencies, we Maintenance, Assessment & Strengthening of worked with survey contractor, Scott Wilson Bridges Pavement Engineering, in 2003/04 to set up a quality control check to ensure that data accurately Introduction represents the condition of the network. Results from some Authorities have increased more than 9.4.24 Our Bridge Managers belong to a wider others. This may, in part, be explained by the regional group where information from Government methodology problems outlined above. However, and other national bodies is disseminated and it also appears that treatments such as surface discussed. This brings uniformity in using dressing, which improves visual appearance without information in the LTP2 and Performance improving structural performance, may also have Measures. affected results. 9.4.25 We have completed assessments of the 9.4.21 Some Authorities carried out pilot studies load-carrying capacities of all their bridges. Some to derive condition indicators from Detailed Visual weak bridges are undergoing further investigation. Inspection (DVI) surveys. Results were produced A very small number of other bridges, mainly using a nationally accredited conversion software owned Network Rail, have yet to be assessed. and gave consistently lower figures than the comparable CVI survey. This emerging problem is recognised in the latest BVPI96 supplementary guidance and feedback, published on the Office of the Deputy Prime Minister's (ODPM) web site:
'The Department for Transport has considered these concerns but feels that there is deep unease about the lack of reliable consistent and comparable condition data from current survey methods for English local roads. This has also been reflected in the deliberations of the Roads Board, which is made up of representatives from central and local 9.4.26 We have made good progress in government and the devolved strengthening and maintaining bridges on the administrations.' Primary Route Network (PRN). It has been impossible to achieve the programmes for 9.4.22 Following reports from the NRMCS sub-group, the Roads Board decided that the lack structures outside the PRN, due to limited funding of reliable condition data should be tackled through in the LTP settlement. Many bridges in our Area a more objective methodology, based on machine have sub-standard load-bearing capacity. Many
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are on links that are key to achieving LTP2 report to the public, customers and objectives and targets (to industrial and commercial Government on how an authority is managing sites or on bus routes) where weight restrictions its structures are the least acceptable option. We often have to achieve continuing improvement in the quality use resources for reactive maintenance, when and efficiency of service delivery, as part of costlier refurbishment would be more effective and the Modernising Government initiatives better value for money. Asset Management Plans provide feedback and identify trends in time need pro-active maintenance regimes to address for corrective action to be taken this situation. compare performance against targets defined in accordance with the Organisational 9.4.27 We have reviewed the programme for Strategic Plan and Asset Management Plan bridgeworks. It has been necessary to revise inform the allocation of funding to different maintenance programmes in the light of past functions, routes and groups of structures settlements, and forward programmes have been defined by type and/or geographical area set to match a less-than-desirable level of funding. provide a mechanism for identifying areas for Incursion onto the railway by road vehicles operational improvement
9.4.28 Following the accident at Great Heck near 9.4.32 We have proposed Performance Indicators Selby in 2001, the DfT published ‘Managing the for Condition, Availability and Reliability. These will accidental obstruction of the railway by road be implemented in two stages: vehicles’. In accordance, all Authorities completed trial application, feedback and review - risk assessments of sites where accidental February 2005 to February 2006 obstruction might occur. This has enabled Authorities to prioritise sites and appropriate work. full Implementation - March 2007 onwards We have plans to undertake further work as resources permit. 9.5 Future Major Schemes Programme
Performance Measures for Highway Structures 9.5.1 The following figures and tables describe the and Asset Management Major Schemes programme.
9.4.29 Highway structures form an integral part of 9.5.2 Figure 9.1 ‘Summary Programme LTP2’ the transport network. Asset Management is describes our proposed programme for the rest of fundamental to their long term management and the LTP2 period, with indicative net costs and preservation. The need for tools and procedures delivery dates. to support effective Asset Management is widely 9.5.3 We have also engaged with regional recognised. stakeholders in the development of the Major 9.4.30 We have adopted the Guidance Documents Schemes programme. All but one of our for Bridge Inspection Reporting and Evaluation of non-approved Schemes support the Regeneration the Bridge Condition Indicator (BCI), produced by Zone and/or High Technology Corridor strategies the County Surveyors' Society, as a Best Value which underpin the RES and RSS. This illustrates Performance Indicator (BVPI) for highway our coordinated approach and our commitment to structures. However, a Condition Indicator alone Schemes that support regional aspirations. Where is insufficient to measure the performance, or fitness relevant, the synergies of implementing more than for purpose, of a stock of highway structures, or of one Major Scheme have also been partially a highway authority in managing the structures identified, as have any quantifiable benefits. stock.
9.4.31 The drivers and requirements for Asset Management are well documented. There should be measurement of the performance of both management and the stock itself. The main objectives of developing Performance Measures for highway structures are to:
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9.6 The Programme particularly important following the demise of MG Rover. 9.6.1 Figure 9.1 ‘Summary Programme LTP2’ summarises our LTP2 programme in two sections: 9.7.3 The following pages show how each Scheme relates to the four themes of the Transport Shared 1. Fully and provisionally approved Major Priority (TSP) and our LTP2 objective of 'ensuring Schemes, together with Structural that the transport system underpins the economic Maintenance and Integrated Transport blocks revitalisation of the West Midlands Metropolitan for the LTP2 period Area'. It is important to note that, whilst the benefits 2. Proposed new Major Schemes to be are shown, they have not been used in setting our submitted during the LTP2 period targets and trajectories.
9.6.2 The schemes and programmes in the top 9.7.4 We have also summarised some of the key half of the table are those used in deriving the environmental implications of our Major Schemes targets for the LTP2. This means that no new in terms of noise, landtake and landscape as well Major Scheme contribution has been taken into as air quality. This LTP2 cannot deal with these account in target setting. issues in depth because the relevant appraisals are unlikely to have been completed (or even 9.6.3 We are working with the Government Office commenced, with regard to later Schemes). These for the West Midlands and DfT to secure approval issues are covered in more depth in the Strategic for the following Major Schemes in the near future: Environmental Report accompanying this LTP2. Environmental issues are considered thoroughly BIA / NEC Public Transport Links through the NATA process as Schemes are Chester Road (A452) Access Improvements developed and, in many instances, they are also Longbridge Strategic Park & Ride subjected to a full scheme level Environmental West Midlands UTC Impact Assessment, prior to their approval through Walsall Town Centre Transport Package (full) either the relevant local planning authority or the and Transport & Works Order process. revisions to the approval for the Selly Oak Relief Road. 9.7.5 The Major Scheme programme has been developed in line with LTP2 objectives, the 9.6.4 The Finance Forms that the DfT require to recommendations of WMAMMS and the £1 billion be submitted are appended to this LTP2. These announced by the Secretary of State for Transport provide a detailed financial breakdown of the in response to WMAMMS. However, the Regional proposed LTP2 programme that follows. Funding Allocations for the West Midlands, announced in 2005, do not accord with the £1 billion 9.7 Major Scheme Tables announcement,. Therefore the Major Schemes on the following pages are set out in two parts: 9.7.1 Our programme of Major Schemes includes those that have DfT approval and that will be (a) Schemes as listed in the 'West Midlands delivered fully or partly during the LTP2 period and Advice to Government on the Regional Funding those that are new and for which DfT approval will Allocation' be sought. (b) Metropolitan Area Priority Schemes 9.7.2 The overall programme represents a balance of different Schemes that support the overall 9.7.6 The Schemes in the regional 'Advice to strategy. Some Schemes directly support each Government' are set out under four headings and other and there would be synergistic benefits from these are reflected in the Scheme descriptions on a package of schemes being delivered. One the following pages, thus: example is the range of proposals to support the Committed Birmingham - Worcester - Malvern High Technology Firm Priority and Provisionally accepted by Corridor. The approved Schemes for Relief Roads the DfT at Northfield and Selly Oak and the proposed schemes for Longbridge Park & Ride and Firm Priority Longbridge Link Road, all contribute to easier and Provisional Priority more sustainable movement and access. This is
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Figure 9.1 Summary Programme LTP2
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9.7.7 The tabulation below provides a simple index Scheme (brief title) page to all the Schemes on the following pages East B'ham / North Solihull Access 149 Scheme (brief title) page Quality Bus Networks 150 Outer Circle / Radial Routes 115 Major Rail P&R Enhancements 151 Hagley Road Bus Showcase 116 Strategic P&R 152 Primelines (Coventry) 117 Swanswell Area Regeneration 153 Cradley Heath Town Centre 118 Sutton Coldfield PT Improvements 154 Red Routes, package 1 119 Minworth Link Road 155 Northfield Regeneration 120 Junction 10 (M6) Improvements 156 Wolverhampton Centre Access 121 Bradford Place PT Interchange 157 Walsall Town Centre 122 Walsall - Brownhills Corridor 158 Selly Oak Access Road 123 Brierley Hill Sustainable Access 124 Darlaston SDA 125 Owen Street Level Crossing 126 Metro, phase 1 Extensions 127 West Midlands UTC 128 BIA / NEC Public Transport Links 129 New Street Station 130 Red Routes, package 2 131 A41 / A4031 Junction 132 Brownhills Tranport Package 133 Chester Road Improvements 134 Coventry Rapid Transit 135 Burnt Tree Island 136 Wolverhampton Railway Station 137 M54 / Wobaston Road (i54) Access 138 Longbridge Link 139 Coventry Station 140 Metro, phase 2 141 Longbridge Strategic P&R 142 Cannock Line Rail Showcase 143 Birmingham Eastside 144 Cross-City, Frankley Extension 145 Wolverhampton Bus Station 146 Dudley Road Improvement 147 Bus Rapid Transit II 148
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(a) Schemes as listed in the 'West Midlands Advice to Government on the Regional Funding Allocation'
Outer Circle / Radial Routes
(Regional Priority: Committed Scheme)
This Showcase Scheme is an orbital bus route serving a number of local centres and facilities such as Birmingham and Central England Universities, and the Queen Elizabeth and City Hospitals. Most of the route lies within Birmingham, with one section running through Sandwell at Bearwood. The Scheme will enhance bus travel and will include bus priority measures, new vehicles, upgraded infrastructure and better information provision.
Contribution to Objectives:
Reducing Congestion: Bus priority measures, higher quality vehicles, improved information and interchange will promote the bus as an alternative to the car, thus reducing congestion.
Environmental Impacts including Improving Air Quality: Every journey made by bus instead of car will mean fewer vehicular emissions, contributing to better air quality and less noise. Operators have also invested in new less polluting vehicles.
Improving Accessibility: Improved bus reliability will improve accessibility to key facilities not on ‘radial’ routes. These include local centres, and education and health facilities such as City Hospital. The route serves a number of disadvantaged communities including the Birmingham Pathfinder Area.
Improving Road Safety: Limiting growth in the number of car journeys will have positive implications for road safety. We are taking opportunities to upgrade pedestrian and cyclist facilities as part of the scheme.
Underpinning Economic Regeneration: Relieving congestion and improving accessibility will have positive economic benefits to both employers and employees. The Outer Circle serves parts of the EBNS and SBCWB Regeneration Zones.
LTP 2006 115 Implementation
Hagley Road Bus Showcase
(Regional Priority: Committed Scheme)
This Showcase route is a busy radial route between Birmingham City Centre and key locations within Sandwell and Dudley. Showcase schemes combine modern, easy access buses, upgraded infrastructure including 'Kassel' kerbs for easy boarding and greater highway priority for buses. Their purpose is to improve the reliability and attractiveness of bus services thus making them a viable alternative to the private car.
Contribution to Objectives:
Reducing Congestion: Bus priority measures, higher quality vehicles, improved information and interchange will promote the bus as an alternative to the car, thus reducing congestion.
Environmental Impacts including Improving Air Quality: Every journey made by bus instead of car will mean fewer vehicular emissions, contributing to better air quality and less noise. Operators have also invested in new less polluting vehicles.
Improving Accessibility: Improved bus reliability will improve accessibility to key facilities not on ‘radial’ routes. These include local centres, and education and health facilities such as City Hospital. The route serves a number of disadvantaged communities including the Birmingham Pathfinder Area.
Improving Road Safety: Limiting growth in the number of car journeys will have positive implications for road safety. We are taking opportunities to upgrade pedestrian and cyclist facilities as part of the scheme.
Underpinning Economic Regeneration: Relieving congestion and improving accessibility will have positive economic benefits to both employers and employees. The Outer Circle serves parts of the EBNS and SBCWB Regeneration Zones.
116 LTP 2006 Implementation
Primelines (Coventry Quality Bus Network)
(Regional Priority: Committed Scheme)
This Scheme will create a network of Bus Showcase routes serving six key travel corridors, including an east-west route serving the new hospital, Warwick University and a number of regeneration areas. Improvements include upgraded infrastructure, highly specified and branded buses with low floors and internal CCTV, satellite tracking, real time Information and bus priority measures.
Contribution to Objectives:
Reducing Congestion: Bus priority measures, higher quality vehicles, improved information and interchange will promote the bus as an alternative to the car, thus reducing congestion.
Environmental Impacts including Improving Air Quality: Every journey made by bus instead of car will mean fewer vehicular emissions, contributing to better air quality and less noise. Past experience suggests that operators may invest in new less polluting vehicles.
Improving Accessibility: Improved bus reliability along six key complementary routes will considerably improve accessibility to key facilities including Warwick University and the new regional hospital.
Improving Road Safety: Limiting growth in the number of car journeys will have positive implications for road safety. Opportunities will be taken to upgrade pedestrian and cyclist facilities as part of the scheme.
Underpinning Economic Regeneration: Relieving congestion and improving accessibility will have positive economic benefits to both employers and employees. The network links a number of employment opportunities with relatively disadvantaged neighbourhoods within the Coventry and Nuneaton RZ.
LTP 2006 117 Implementation
Cradley Heath Town Centre Strategy
(Regional Priority: Committed Scheme)
This Scheme consists of a single carriageway bypass of Cradley Heath High Street, running from Lower High Street to Upper High Street along the line of Foxoak Street. New traffic signal junctions will be provided at St. Anne’s Road and Newtown Lane. The scheme will minimise through traffic and open up land in the town centre for development.
Contribution to Objectives:
Reducing Congestion: New relief road will reduce through traffic and congestion in the town centre.
Environmental Impacts including Improving Air Quality: By removing through traffic, air quality in the town centre will improve and noise levels reduce. There will also be opportunities to improve the public realm/streetscape.
Improving Accessibility: Bus access will improve, as will provision for pedestrians, cyclists and short stay motorists. The accessible town centre will become more attractive to shops, enhancing social inclusion.
Improving Road Safety: Reducing through traffic will have positive implications for road safety in the town centre and reduce conflicts between pedestrians, cyclists and vehicles.
Underpinning Economic Regeneration: The town centre is within the SBCWB Regeneration Zone. The Scheme will open up substantial land for development, assisting regeneration.
118 LTP 2006 Implementation
Red Routes Network Package 1
(Regional Priority: Committed Scheme)
This Scheme provides 130 kilometres of Red Routes, part of a network of 419 kilometres. Red Routes introduce strict controls on stopping, parking and loading, and are designed to improve the flow of traffic, together with local environmental improvement works.
It is intended that Phase 1 will be developed as part of an overlapping programme and comprises 24 route sections of different types.
Contribution to Objectives:
Reducing Congestion: Fewer obstructions caused by what is often illegal parking and loading will lead to improved traffic flows and help to contribute to the statutory duties under the Traffic Management Act 2004.
Environmental Impacts including Improving Air Quality: Freer flowing traffic has positive implications for air quality and fuel efficiency.
Improving Accessibility: Bus reliability will be improved benefiting those without access to a car. Accessibility between centres and disadvantaged areas will be improved.
Improving Road Safety: Controlled kerbside parking improves visibility, reducing potential conflicts between vehicles and between traffic and pedestrians.
Underpinning Economic Regeneration: Reduced congestion will improve journey time reliability for public transport, private and commercial vehicles.
LTP 2006 119 Implementation
Northfield Regeneration
(Regional Priority: Committed Scheme)
This is a dual two-lane carriageway to the west of Northfield local centre. The new road will be designated the A38, and the existing A38 through Northfield will be reclassified. The Scheme is linked to a wider package of measures designed to regenerate this important local centre by removing through traffic including HGVs, and releasing land for new development.
Contribution to Objectives:
Reducing Congestion: Congestion will be reduced as relief road diverts through traffic from the busy local centre.
Environmental Impacts including Improving Air Quality: Removal of through traffic from Northfield centre and smoother flows along the new A38 will improve air quality. The Scheme also opens up opportunities for improvements to the public realm /street-scape.
Improving Accessibility: Removal of through traffic from the centre will improve access for buses, cyclists, pedestrians and cars using the centre. Provision of new facilities in an accessible local centre will also promote social inclusion.
Improving Road Safety: Reducing through traffic will improve road safety in the centre and reduce conflicts between vehicles and between traffic and pedestrians.
Underpinning Economic Regeneration: Northfield lies within the Birmingham - Worcestershire HTC. Removal of through traffic will open up land for new investment in the town centre, including a large food-store which will create jobs. Access for local companies will also improve.
120 LTP 2006 Implementation
Wolverhampton Centre Access, Interchange and Integration
(Regional Priority: Committed Scheme)
This Scheme will improve interchanges between bus, rail and Metro; improve the city centre environment and accessibility; and support urban regeneration in the Canalside Quarter. Measures include:
a new access road to the railway station. This would also serve as the principal access to much of the Canalside Quarter Development Area improved car and cycle parking facilities and expanded Park & Ride facilities for rail and Metro users high quality pedestrian, cycle and public transport links with the city centre flexibility to accommodate a future Metro line between Wolverhampton and Walsall via Wednesfield
Contribution to Objectives:
Reducing Congestion: Selective increases in capacity and parking provision will reduce congestion near the railway station. Improved interchange facilities will promote greater use of buses, trains and Metro, thereby helping to reduce congestion.
Environmental Impacts including Improving Air Quality: The scheme will reduce the number of buses in the city centre, improving air quality.The Scheme also opens up opportunities for improvements to the public realm/streetscape.
Improving Accessibility: The scheme will improve links between rail, bus and Metro. It will provide high quality pedestrian and cycle links between the city centre, bus station, railway station and Canalside Quarter Development Area. It will improve Park & Ride and taxi facilities at the railway station.
Improving Road Safety: The scheme will reduce the number of buses in the city centre, improving road safety in an area where there are high volume of pedestrians.
Underpinning Economic Regeneration: The scheme is in the NBCSS Regeneration Zone and will provide a key ‘Gateway’ to Wolverhampton. It is also within the Canalside Quarter which is a focus for regeneration.
LTP 2006 121 Implementation
Walsall Town Centre Transport Package - Provisional Approval
(Regional Priority: Committed Scheme)
This Scheme consists of a series of interlinked junction improvements along a 2.1 km section of the A4148 Walsall Ring Road. An extra carriageway will be built to the west and north of the current road between Moat Road and the Arboretum junction. To accommodate this road widening, a new railway bridge will be built on Littleton Street West, next to the existing bridge. Compulsory Purchase and Side Road Orders were confirmed in late 2004, following a public local inquiry.
Contribution to Objectives:
Reducing Congestion: Improved alignment and increases in junction capacity will improve traffic flows and reduce congestion.
Environmental Impacts including Improving Air Quality: Freer flowing traffic will have a positive impact on air quality.
Improving Accessibility: Bus priority measures at appropriate junctions will improve bus accessibility. A segregated cycle/footway will also run to the north and west of the road.
Improving Road Safety: New traffic signals will be provided at all junctions, with pedestrian crossing phases as appropriate.
Underpinning Economic Regeneration: Improved access to Walsall town centre will improve its attractiveness to investors and visitors. The Scheme is also within the NBC & SSRZ
122 LTP 2006 Implementation
Selly Oak Access Road - Provisional Approval
(Regional Priority: Firm Priority and Provisionally accepted by DfT)
This Scheme involves building a ten metre wide, single carriageway to the north-west of the Selly Oak centre. The new road will be designated A38 and the existing A38 Bristol Road through Selly Oak Centre will be reclassified. The road will:
provide capacity for through traffic, including HGVs, to transfer from Bristol Road creating the opportunity to improve Selly Oak centre enable access to the new £521 million Queen Elizabeth Hospital development and technology and retail developments on Battery Park
Contribution to Objectives:
Reducing Congestion: Congestion will be reduced as relief road takes through traffic from the busy local centre. This should improve journey reliability along one of the busiest sections of the Birmingham - Worcestershire HTC.
Environmental Impacts including Improving Air Quality: Removal of through traffic from Selly Oak centre, together with smoother flows along the new A38, will improve air quality, reduce noise and allow improvements to the public realm /streetscape in Selly Oak centre.
Improving Accessibility: Removal of through traffic will improve access for buses, cyclists, pedestrians and cars using the centre. Provision of new facilities (particularly the expanded QE hospital) and a large number of job opportunities in an accessible location will promote social inclusion.
Improving Road Safety: Reducing through traffic will improve road safety through Selly Oak.
Underpinning Economic Regeneration: The relief road will enable significant investment, particularly the proposed science and technology park which is consistent with the ‘clusters’ and HTC corridor strategies in the RSS and RES.
LTP 2006 123 Implementation
Brierley Hill Sustainable Access Network - Provisional Approval
(Regional Priority: Firm Priority and Provisionally accepted by DfT)
This Scheme seeks to reduce congestion and deliver environmental benefits on the A461 and in Brierley Hill as a whole. It will improve key junctions and reduce demand along High Street and Level Street. New roads parallel to High Street and linking to the A4036 Pedmore Road will be built.
Contribution to Objectives:
Reducing Congestion: Selected highway capacity improvements will provide alternative routes for through traffic and for access to Brierley Hill. Selective junction improvements, will also improve journey reliability.
Environmental Impacts including Improving Air Quality: Reduced traffic in the High Street will reduce local air pollution. Junction improvements which reduce stop-start traffic will also improve air quality.
Improving Accessibility: Public transport will have better penetration in the area, with improved access and interchanges along High Street and Mill Street.
Improving Road Safety: Better pedestrian and cycling links are also proposed. Road safety will be enhanced through new and improved crossings, better links and some pedestrianisation. Improved capacity and reduced congestion will reduce accidents.
Underpinning Economic Regeneration: By improving access to key development opportunities there will be an opportunity to regenerate Brierley Hill, which lies within the SBCWB Regeneration Zone.
124 LTP 2006 Implementation
Darlaston Strategic Development Area - Provisional Approval
(Regional Priority: Firm Priority and Provisionally accepted by DfT)
This Scheme includes highway improvements that will support reclamation of derelict and under-used land. The area is a key development site within the BCSS Regeneration Zone. A high quality access loop will accommodate 44 tonne lorries and link to the Black Country Route and Junction 9 of the M6. The Scheme is being developed in partnership with Advantage West Midlands and the Walsall Regeneration Company.
Contribution to Objectives:
Reducing Congestion: New access roads will help remove traffic, especially HGVs, from unsuitable local roads, reducing local congestion.
Environmental Impacts including Improving Air Quality: Positive impact on kerbside air quality and noise reduction, particularly along some residential roads. Opening up an area of derelict land for redevelopment will enhance the built environment.
Improving Accessibility: Strategic access to a regionally important development site, and new job opportunities. Will also provide improved bus, cycle and pedestrian access.
Improving Road Safety: Improved roads and removal of access traffic from existing substandard roads will help local road safety.
Underpinning Economic Regeneration: Supports reclamation of derelict and under-used land through improved access to the PRN. Highway improvements will provide access for 44 tonne lorries using the Black Country Route and M6, junction 9.
LTP 2006 125 Implementation
Owen Street Level Crossing Relief Road - Provisional Approval
(Regional Priority: Firm Priority and Provisionally accepted by DfT)
This Scheme involves construction of a relief road beneath the West Coast Main Line railway. This will allow closure of the level crossing, which causes severe delays and impairs accessibility of the Owen Street shopping area.
Contribution to Objectives:
Reducing Congestion: Relief Road beneath the West Coast Main Line will remove the existing level crossing, the frequent closure of which causes significant congestion.
Environmental Impacts including Improving Air Quality: Removal of traffic queues will improve air quality and have positive benefits on the built environment within the local centre.
Improving Accessibility: Bus services which are currently diverted will be reinstated and integration with rail services will be improved. Access for pedestrians and cyclists to Owen Street local centre will be improved.
Improving Road Safety: Removal of traffic onto the Relief Road will improve road safety, particularly in the local centre. Closure of the level crossing will also remove the risk of a vehicle /train accident.
Underpinning Economic Regeneration: Opportunity to revitalise Owen Street local centre, which is in the SBCWB Regeneration Zone.
126 LTP 2006 Implementation
Midland Metro: Phase 1 Extensions
(Regional Priority: Firm Priority)
The scheme involves two extensions to the existing route that links Birmingham and Wolverhampton. One extension links Wednesbury to Brierley Hill via Great Bridge, Dudley Port, Dudley Town Centre, Cinder Bank and Merry Hill. The second extension goes through the heart of Birmingham City Centre for the current Snow Hill terminus to Hagley Road via Corporation Street, New Street Station, Victoria Square, Broad Street and Five Ways.
Contribution to Objectives:
Reducing Congestion: Light rail is attractive to motorists and will lead to a substantial modal shift.
Environmental Impacts including Improving Air Quality: Air pollution along the routes will reduce due to the transfer of journeys from car to light rail and, through connecting services to other public transport modes.
Improving Accessibility: A high frequency, high quality public transport system linking key facilities and comprising part of a wider network will have considerable accessibility benefits.
Improving Road Safety: Fewer car journeys will have positive implications for road safety.
Underpinning Economic Regeneration: In general, an expanded Metro system will raise the profile of the Metropolitan Area. More specifically, the Birmingham extension will support the continued focus on the city centre as a hub of economic activity. The Wednesbury - Brierley Hill extension links a number of key development and regeneration opportunities within the SBCWBRZ.
LTP 2006 127 Implementation
West Midlands UTC
(Regional Priority: Firm Priority)
This Scheme seeks to make more efficient use of existing infrastructure and reduce congestion on the network. It will make traffic signals more efficient, provide a common platform for bus priority measures, deliver more variable message signs, and create a technical platform which enables intelligent transport services to be deployed. The project has been developed in partnership with the police, Highways Agency and public transport operators.
Contribution to Objectives:
Reducing Congestion: Improving efficiency of the highway network will reducing congestion and increase journey reliability.
Environmental Impacts including Improving Air Quality: Reducing stationary and stop-start traffic will have a positive impact on air quality, noise levels and fuel efficiency.
Improving Accessibility: Improving the traffic flow will also improve bus reliability. Safer crossings for disabled people, cyclists and pedestrians will reduce severance.
Improving Road Safety: Junction improvements will provide better facilities for people with disabilities, cyclists and pedestrians.
Underpinning Economic Regeneration: More reliable journey times will benefit the movement of people and goods across the entire West Midlands network.
128 LTP 2006 Implementation
Birmingham International Airport / NEC Public Transport Links
(Regional Priority: Firm Priority)
This Scheme, in partnership with BIA and NEC, will improve public transport access particularly within the EBNS Regeneration Zone. It includes new bus lanes, a public transport hub / interchange, real time information, SMS messaging and infrastructure upgrades on routes serving the area, including the link with the Coleshill Multi-Modal Interchange Major Scheme (in Warwickshire) that was provisionally approved in 2003.
The Airport Surface Access Strategy aims to increase public transport's share of travel to BIA, currently 15.6%.This is important in the light of job growth forecasts.
Contribution to Objectives:
Reducing Congestion: Providing better public transport alternatives for employees, passengers and visitors will reduce the need for car access and reduce congestion on motorway and local road networks.
Environmental Impacts including Improving Air Quality: Reducing congestion will help to improve air quality. Motorists will be offered a realistic, environmentally friendly alternative.
Improving Accessibility: Improving bus links to nearby residential areas, including some disadvantaged communities within the EBNS Regeneration Zone, will improve access to jobs. Low floor buses will help people with mobility difficulties.
Improving Road Safety: Encouraging a modal shift will improve road safety because there will be fewer car journeys.
Underpinning Economic Regeneration: Enabling people to access jobs s at BIA / NEC will increase the labour pool available to employers. Reduced congestion will boost job growth. This proposal is consistent with the EBNS Regeneration Zone strategy.
LTP 2006 129 Implementation
New Street Station Redevelopment
(Regional Priority: Firm Priority)
This Scheme will increase the Station's passenger capacity and provide a better gateway to Birmingham and the region. The Scheme commands considerable support from key regional stakeholders and the rail industry. It is designed to minimise disruption to rail services during construction and relies substantially on the existing foundations and superstructure. Funding is being sought from the rail industry and private sector developers, in addition to a LTP contribution.
Contribution to Objectives:
Reducing Congestion: Will limit congestion by offering a high quality alternative to driving into the city. Will provide extra passenger capacity to accommodate growing demand for rail travel.
Environmental Impacts including Improving Air Quality: Reduced and freer flowing traffic, resulting from modal shift, will have positive implications for air quality. The Scheme will have considerable benefits for the built environment with a landmark building complementing the new Bullring development.
Improving Accessibility: The Scheme will improve rail access to the city centre and the Station's links with the central area. People with disabilities will be fully taken into account in the detailed plans. The upgraded Station will increase opportunities for modal shift and improve links between the Station, city and region.
Improving Road Safety: Encouraging a modal shift should enhance road safety, as fewer car journeys are made.
Underpinning Economic Regeneration: Lack of passenger capacity and the poor appearance of New Street Station are widely cited as having adverse impact on the region's image. Increasing rail capacity will widen the catchment areas for potential workers and visitors, thus enhancing the economic viability of the city centre.
130 LTP 2006 Implementation
Red Routes Network Package 2
(Regional Priority: Provisional Priority)
This Scheme provides 110 kilometres of Red Routes, the second phase of a network of 419 kilometres. Red Routes introduce strict controls on stopping, parking and loading, and are designed to improve the flow of traffic, together with local environmental improvement works.
It is intended that Phase 2 will be developed as part of an overlapping programme and comprises 22 route sections of different types.
Contribution to Objectives:
Reducing Congestion: Fewer obstructions caused by what is often illegal parking and loading will lead to improved traffic flows and help to contribute to the statutory duties under the Traffic Management Act 2004.
Environmental Impacts including Improving Air Quality: Freer flowing traffic has positive implications for air quality and fuel efficiency.
Improving Accessibility: Bus reliability will be improved benefiting those without access to a car. Accessibility between centres and disadvantaged areas will be improved.
Improving Road Safety: Controlled kerbside parking improves visibility, reducing potential conflicts between vehicles and between traffic and pedestrians.
Underpinning Economic Regeneration: Reduced congestion will improve journey time reliability for public transport, private and commercial vehicles.
LTP 2006 131 Implementation
A41 Expressway / A4031 All Saints Way Junction Improvement
(Regional Priority: Firm Priority)
This Scheme provides a vehicle underpass along the line of the A41 Expressway, beneath the existing roundabout at its junction with the A4031 All Saints Way. The project will infill pedestrian subways and replace them with surface crossings. The junction lies on the 404 Bus Showcase route and will have bus priority measures.
Contribution to Objectives:
Reducing Congestion: New underpass and bus priority measures will reduce congestion at a key bottleneck.
Environmental Impacts including Improving Air Quality: Freer flowing traffic will have positive implications for air quality.
Improving Accessibility: Will improve access to West Bromwich Town Centre and new developments, and to the Black Country as a whole Bus priority measures and cycle facilities are incorporated. Infilling subways and building new pedestrian crossing facilities will reduce the severance of nearby residential areas.
Improving Road Safety: Improved pedestrian crossing facilities and segregation for cyclists will improve road safety.
Underpinning Economic Regeneration: Key gateway between the Black Country and the motorway network. Will improve access to and from the motorway and is within the SBCWB Regeneration Zone. Improved access to West Bromwich Town Centre will enhance its economic viability.
132 LTP 2006 Implementation
Brownhills Transport Package
(Regional Priority: Firm Priority)
The Brownhills Transport Package comprises three elements which are inextricably linked and all elements must be completed if the objectives of the Scheme are to be achieved. The package is designed to tackle the problems of accessibility, community severance, pollution and congestion in Brownhills town centre. The package will reduce congestion in the surrounding areas, improve bus reliability, reduce rat running through residential streets and the rural lanes around and through the village of Stonnall. The centre of Brownhills will be pedestrianised and a new bus interchange facility will be constructed linked to the main shopping area. The improved links with Clayhanger area will facilitate a review of bus services to improve public transport penetration of this and other areas.
Contribution to Objectives:
Reducing Congestion: Separation of through and local traffic will reduce congestion in Brownhills town centre and Stonall village.
Environmental Impacts including Improving Air Quality: Reduced traffic will improve air quality in Brownhills town centre and Stonall village. Freer flowing through traffic will also generally improve air quality. It will also benefit the built environment by bringing forward opportunities for new development.
Improving Accessibility: New infrastructure will improve bus access in Brownhills. Removal of through traffic will reduce severance between the town centre and residential areas.
Improving Road Safety: Separation of through and local traffic will reduce road accidents. Reduced severance and partial pedestrianisation of the High Street will reduce conflicts between pedestrians, cyclists and motor vehicles.
Underpinning Economic Regeneration: Access to the M6 Toll will be improved for areas to the north-east of Walsall. The Scheme will act as a catalyst for the regeneration of the Brownhills town centre and encourage further commercial and residential development.
LTP 2006 133 Implementation
Chester Road (A452) Access Improvements
(Regional Priority: Firm Priority)
The section of Chester Road (A452) between its junction with the M6 Junction 5 and Tyburn Road suffers regularly from all day traffic congestion. This section forms part of the PRN and provides access to major industrial and commercial sites and development opportunities, such as Jaguar, LDV and Fort Dunlop. It also links the A38, A47 and M6, and forms part of the formal motorway diversionary route for the M6.
The Scheme includes bus priorities and pedestrian improvements, as well as widening of Chester Road to a three-lane dual carriageway between Kingsbury Road and Fort Parkway. At-grade improvements will also be carried out at a number of junctions, as well as crossing facilities for cyclists and pedestrians.
Contribution to Objectives:
Reducing Congestion: Selective increases in highway capacity to smooth traffic flow and limit congestion. Improved access to employers and development sites in the Heartlands Corridor.
Environmental Impacts including Improving Air Quality: Freer flowing traffic has positive implications for air quality.
Improving Accessibility: Bus priority measures on Showcase route and enhancement of pedestrian and cycling facilities to improve accessibility for non-car users; upgraded crossing facilities will also reduce severance.
Improving Road Safety: Signalised roundabouts improve safety for all road users. Improved facilities (for example, Toucan crossings) will improve safety for pedestrians, cyclists and people with disabilities.
Underpinning Economic Regeneration: Reduced congestion and improved access to key sites along this route will have economic benefits. Access to employment opportunities will be improved for those residing in the EBNS RZ.
134 LTP 2006 Implementation
Coventry Rapid Transit
(Regional Priority: Provisional Priority)
This Scheme is a joint bid between Centro and Coventry City Council, and possibly Warwickshire County Council. It will provide a high quality, high frequency, limited stop bus service that operates like a tram. The route will improve public transport through the regeneration areas of north Coventry. It will link a number of large developments including the Arena stadium and exhibition hall, a new Park & Ride North, Longford, Foleshill District Centre, Prologis Business Park, and new housing in Radford and Swanswell Development Area. Potential extensions into Warwickshire would also serve Nuneaton and Warwick University.
Contribution to Objectives:
Reducing Congestion: Limited stop, high specification vehicles will maximise modal shift, thus reducing congestion. Part of the alignment will be new and fully segregated.
Environmental Impacts including Improving Air Quality: Reduced congestion will have a positive impact on air quality. Links with Park & Ride sites (1500+ spaces) will provide motorists with a realistic, environmentally friendly alternative.
Improving Accessibility: Will Improve accessibility for those without access to a car as the route serves a number of disadvantaged communities. The route links a number of growth areas and trip generators such as the proposed Coventry Arena and Prologis Business Park.
Improving Road Safety: Encouraging a modal shift will enhance road safety, as fewer car journeys are made. Part of the route will be segregated, reducing the potential for conflicts with other vehicles.
Underpinning Economic Regeneration: The Scheme will give people access to job opportunities, particularly at the proposed Arena Stadium and Prologis Business Park, and increase the pool of labour available to employers. The proposal is consistent with the C&N Regeneration Zone Strategy.
LTP 2006 135 Implementation
Burnt Tree Island Sandwell & Dudley
(Regional Priority: Firm Priority)
The existing five arm junction is a major bottleneck for two key Black Country strategic access routes: Wolverhampton - Birmingham, and Walsall - Dudley - Stourbridge. The latter links with the Black Country New Road and Black Country Route to the north-east, and Dudley southern bypass and Brierley Hill centre to the south-west. The junction is at the cross-roads of links to many Black Country employment sites and has to cope with large volumes of HGVs. The geometry of the roundabout has insufficient capacity for heavy traffic flows, a poor accident record and lacks pedestrian / cycle facilities.
The Scheme will alter the roundabout to a four-arm traffic signal arrangement. This will improve capacity, allow for bus priority and improve journey reliability and provide controlled crossing points for pedestrians and cyclists.
Contribution to Objectives:
Reducing Congestion: Capacity improvements will alleviate a bottleneck at the junction of two key Black Country strategic access routes (A4123 / A461).
Environmental Impacts including Improving Air Quality: Freer flowing traffic will have positive implications for air quality.
Improving Accessibility: Bus priority measures will improve the reliability of Bus Showcase Route 87.
Improving Road Safety: The Scheme will address safety problems at this accident hotspot and introduce controlled crossing points for pedestrians and cyclists.
Underpinning Economic Regeneration: Access to and from the M5 will be improved. This will assist in sustaining regeneration of the Castle Hill area within the SBCWB Regeneration Zone.
136 LTP 2006 Implementation
Wolverhampton Railway Station
(Regional Priority: Firm Priority)
This Scheme proposes to redevelop the city centre Station. This will complement the Wolverhampton City Interchange (which has full LTP funding approval), facilitating improved bus access and future access to the Midland Metro (5Ws), and the extra mainline platform and new footbridge which has recently been provided by Network Rail.
Contribution to Objectives:
Reducing Congestion: Improving public transport facilities will provide a viable alternative to travel by car, encouraging modal shift and reducing congestion.
Environmental Impacts including Improving Air Quality: Encouraging modal shift will lead to fewer car journeys and better air quality. A landmark building will improve the public realm and streetscape in this part of the city.
Improving Accessibility: If combined with capacity increases, accessibility by public transport will be improved. Integration with other modes will improve in conjunction with the Wolverhampton Centre Access, Interchange and Integration Major Scheme.
Improving Road Safety: Encouraging travel by rail instead of car will have positive impacts for road safety.
Underpinning Economic Regeneration: The Station is a key gateway to Wolverhampton and this Scheme, in conjunction with the new platform, will raise the city's profile.
LTP 2006 137 Implementation
M54 Junction 2: Wobaston Road Access (I 54), Wolverhampton
(Regional Priority: Provisional Priority)
This Scheme involves improvements to the Stafford Road and Wobaston Road to enable multi-modal access to the Wobaston Road Major and Regional investment sites.
Contribution to Objectives:
Reducing Congestion: Developing the Wobaston Road sites will create a large number of new trips. Increased capacity is needed to provide access without creating congestion for existing and new traffic in this key location, close to M54 junction 2.
Environmental Impacts including Improving Air Quality: Freer flowing traffic will have positive implications for air quality.
Improving Accessibility: The Scheme will provide access by bus and links with existing cycling and walking networks.
Improving Road Safety: The Scheme will improve road safety by providing pedestrian and cyclist crossing facilities where appropriate.
Underpinning Economic Regeneration: The Wobaston Road Major and Regional Investment Sites are specifically referred to in RPG11 and the RES. Both sites are in the NBCSS Regeneration Zone. They also constitute a key node on the Wolverhampton - Telford HTC.
138 LTP 2006 Implementation
Longbridge Link, Birmingham
(Regional Priority: Firm Priority)
This Scheme is for a 2 kilometre, single carriageway link between the A441 and B4096, providing a direct connection to the M42. The Scheme lies partly outside the Birmingham boundary and negotiations are underway with adjoining local authorities.
Contribution to Objectives:
Reducing Congestion: The link road will provide a purpose-built alternative to the existing residential routes between Longbridge and M42, junction 2. It will reduce congestion on these local roads.
Environmental Impacts including Improving Air Quality: The link road will provide a purpose-built alternative to the existing residential routes between Longbridge and M42, junction 2. It will reduce congestion on these local roads.
Improving Accessibility: The Scheme improves access between the M42 and proposed strategic Park & Ride next to Longbridge station. Removing traffic, from residential roads will improve local accessibility, especially for buses, cyclists and pedestrians.
Improving Road Safety: Reducing the number of HGVs in residential areas (Longbridge Lane) will improve road safety.
Underpinning Economic Regeneration: The Scheme will link a key development area in the Birmingham - Worcestershire HTC with the M42 and wider national road network.
LTP 2006 139 Implementation
Coventry Station
(Regional Priority: Provisional Priority)
The area around the railway station is being brought into single ownership by a company which wants to develop a 1 million sq ft, mixed use scheme, adopting Transport Development Area principles. The proposals address key transport issues such as pedestrian access to the city centre, provision for Prime Lines and Coventry Rapid Transit, and improved bus/rail interchange.
Contribution to Objectives:
Reducing Congestion: This mixed use proposal in a central location will minimise demands on the transport system. It will be accessible by public transport, cycling and walking.
Environmental Impacts including Improving Air Quality: The Scheme is accompanied by substantial redevelopment proposals which will improve built environment. providing employment and other opportunities within close proximity of a railway station will encourage less car travel with resultant air quality benefits.
Improving Accessibility: This accessible, edge-of-city-centre location will benefit social inclusion. Modifications to the ring road will improve pedestrian access. Improved interchange between rail, bus and taxi will increase access to all parts of the city and sub-region (particularly in conjunction with the approved Primelines and proposed CRT Major Schemes).
Improving Road Safety: Encouraging economic activity in a highly accessible location is likely to cut car journeys and benefit road safety.
Underpinning Economic Regeneration: The site is within the C&N Regeneration Zone and within a 'Strategic' centre as identified by RPG11.The public transport hub is part of a wider regeneration scheme with potentially substantial economic benefits, particularly as the station is a key gateway to the city and sub-region.
(b) Metropolitan Area Priority Schemes
9.7.8 The following pages set out Major Schemes that are considered to be priorities to meet its aspirations for the Metropolitan Area. They were not however, in a state of readiness or rank sufficiently highly to be incorporated into the first round of Regional Priorities. Further preliminary work will be undertaken with our Partners to assess whether they should be included in future programmes.
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Midland Metro: Phase 2
(Metropolitan Area Priority)
Further enlargement of the Metro network is being considered beyond the proposed Birmingham City Centre and Wednesbury - Brierley Hill Extension. Subject to further evaluation, the proposed Phase 2 routes are:
2A: Birmingham City Centre - Great Barr, via the A34 (Varsity North). 2A: Birmingham City Centre - Quinton, via the A456 (Birmingham West). 2A: Wolverhampton - Walsall, via Wednesfield and Willenhall (initial phase of 5Ws). 2B Birmingham City Centre - Birmingham Airport / NEC, via A45 Coventry Road. 2B: Walsall - Wednesbury remainder of 5Ws).
The Business Cases are being reviewed using a 60-year appraisal period.
Contribution to Objectives:
Reducing Congestion: Light rail is very attractive to motorists and likely to encourage substantial modal shift.This, coupled with the length of these extensions, will have a significant impact on congestion.
Environmental Impacts including Improving Air Quality: Air pollution along the routes will reduce due to the likely transfer of car journeys to tram and, through connecting services, to other public transport services. Proposals also seek to minimise land take.
Improving Accessibility: A high frequency, high quality public transport system linking key facilities and comprising part of a wider network will have considerable accessibility benefits.
Improving Road Safety: Fewer car journeys will have positive implications for road safety.
Underpinning Economic Regeneration: The extensions serve all three Birmingham and Black Country Regeneration Zones.They will raise the Metropolitan Area's profile, encouraging investment. RTS states that a high quality, sustainable public transport system is required if Urban Renaissance is to be achieved.
LTP 2006 141 Implementation
Longbridge Strategic Park & Ride
(Metropolitan Area Priority)
This Scheme is for an 860 space multi-storey car park next to Longbridge station, enabling motorists from shire areas and the urban fringe to switch to rail for journeys into central Birmingham. The Scheme will also improve the station entrance area.
Contribution to Objectives:
Reducing Congestion: Scheme will reduce congestion both in and on approach to Birmingham city centre and along the busiest section of the Birmingham - Worcestershire HTC.
Environmental Impacts including Improving Air Quality: Reduced traffic on the A38 and reduced vehicles flows into the city centre will improve air quality and reduce noise. The Scheme uses a brownfield urban site.
Improving Accessibility: Accessibility by rail into central, Birmingham city will be improved, with an attractive alternative to the car. Reduced traffic closer to the city centre improve accessibility for buses, cyclists and pedestrians. The Scheme will also provide for disabled people, cyclists and motorcyclists.
Improving Road Safety: Reducing traffic on the A38 will improve road safety along its entire length.
Underpinning Economic Regeneration: The Scheme will improve access to Birmingham city centre and reduce congestion both in the centre and along the busiest section of the Birmingham - Worcestershire HTC.
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Cannock Line Rail Showcase
(Metropolitan Area Priority)
This Scheme aims to upgrade a local rail line in a similar way to a Bus Showcase total route upgrade. Improvements will include CCTV in key areas; upgraded lighting, signs and shelters; renewed passenger help points; disabled facilities; expanded Park & Ride and longer platforms for six-car trains. The Scheme will compliment Network Rail's provision of extra signals to allow two passenger trains per hour each way. This will improve links to services such as buses, cycling and walking.
Contribution to Objectives:
Reducing Congestion: Improving the attractiveness of rail services and providing additional train, passenger and Park & Ride capacity will help encourage modal shift and reduce congestion.
Environmental Impacts including Improving Air Quality: Reduced traffic along alternative highway routes will have positive implications for air quality.
Improving Accessibility: Any measures that increase capacity, reliability and safety will impact positively on accessibility. Access for people with mobility difficulties will also be improved.
Improving Road Safety: Reducing the number of vehicles using the corresponding highway network will have positive implications for road safety.
Underpinning Economic Regeneration: Upgraded facilities will raise the profile of this corridor. Any increases in passenger capacity and service frequency and reliability will have positive economic benefits.
LTP 2006 143 Implementation
Birmingham Eastside Regeneration
(Metropolitan Area Priority)
This Scheme contributes to the wider project for continued regeneration and expansion of the city centre beyond Masshouse and into Eastside. Key transport works include:
bus facilities to serve the south east of the city centre and Metro post-2011 major junction, pedestrian / cycle crossing improvements and bus passenger facilities along Jennens Road replacement of the existing gyratory on the Ring Road (Ashtead Circus) with a multi-phase traffic signal junction
Contribution to Objectives:
Reducing Congestion: Reducing through traffic and complementary land use proposals will accommodate some an additional 3,000 - 3,500 dwellings close to city centre bus and rail services. Good access to public transport will reduce congestion, and many trips in the city centre will be within walking distance.
Environmental Impacts including Improving Air Quality: Removing through traffic will have positive impacts on air quality. The access improvements are consistent with the wider Eastside Action Plan giving an opportunity to redevelop underused land and enhance the streetscape/ public realm.
Improving Accessibility: The Scheme will improve walking, cycling and bus access between the Eastside development area and the city centre.
Improving Road Safety: Removing through traffic (and giving greater priority to pedestrians) will improve air quality. Many local trips will become possible by non-car modes.
Underpinning Economic Regeneration: The Eastside project is crucial to the continued regeneration of the city centre. Improved access will support this 6 million sq ft development, with 12,000 new jobs and 40,000 residents and students. Eastside is in the EB&NS RZ and next to the northern end of the Central Technology Belt HTC.
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Cross-City Line South, Frankley Extension
(Metropolitan Area Priority)
This Scheme extends the Birmingham Cross City Line from Longbridge to Frankley. Rail services will use the MG Rover freight spur, sidings and disused alignment between Longbridge and Frankley centre. Progression is subject to reinstatement of RPP fund or an appropriate alternative funding source.
Contribution to Objectives:
Reducing Congestion: The Scheme proposes an efficient rail link to Birmingham city centre, offering a realistic alternative to the congested A38.
Environmental Impacts including Improving Air Quality: Reduced traffic volumes and improved flows in the A38 will have positive implications for air quality.
Improving Accessibility: People living in the peripheral Frankley area will have access to a direct rail link to Birmingham city centre and other key facilities (for example, education and health).
Improving Road Safety: Encouraging fewer car journeys on the A38, particularly in peak periods, will have positive implications for road safety
Underpinning Economic Regeneration: Improving access and reducing congestion will complement the wider regeneration in the Birmingham - Worcestershire HTC.
LTP 2006 145 Implementation
Wolverhampton Bus Station
(Metropolitan Area Priority)
This Scheme is for a new bus station in the city centre on the site of the existing one.
Contribution to Objectives:
Reducing Congestion: Will improve the environment for passengers. Together with other schemes and initiatives, the Scheme will make bus travel an attractive alternative to the car, helping reduce congestion.
Environmental Impacts including Improving Air Quality: Encouraging greater use of bus services instead of the car will enhance air quality. A landmark building will improve the public real/streetscape in this part of the city centre.
Improving Accessibility: Better bus services will improve accessibility. Integration with other modes will improve in conjunction with the fully approved Wolverhampton Centre Access, Interchange and Integration and the proposed Railway Station Major Schemes.
Improving Road Safety: Encouraging travel by bus rather than by car will have positive impacts for road safety.
Underpinning Economic Regeneration: A high quality bus station will complement the wider regeneration of the city centre and the Canalside Quarter.
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Dudley Road (A457) Strategic Route Improvement Phase 2
(Metropolitan Area Priority)
The A457 carries 37,000 vehicles per day. Traffic is both radial and orbital, due to staggered junctions. The road is regularly congested during peak periods. This Scheme comprises improvements to junctions and single carriageway links between the dual carriageway section of Ladywood Middleway (Ring Road) and the section of Dudley Road at City Road.
This route currently lacks bus priority measures, despite being served by five radial and orbital Outer Circle services. The poor layout and standard of junctions creates problems for pedestrians and cyclists, resulting in unacceptable numbers of accidents. The Scheme seeks to improve bus services and road safety. It also seeks to improve access to industrial developments and to regenerate local centres by transferring through traffic from Soho Road to Dudley Road. The Scheme is consistent with the SBCWB Regeneration Zone Strategy as expressed in RES and RSS.
Contribution to Objectives:
Reducing Congestion: Selective capacity increases will improve traffic flows. Local centres will benefit as through traffic is transferred from Soho Road.
Environmental Impacts including Improving Air Quality: Freer flowing traffic has positive implications for air quality.
Improving Accessibility: Improved pedestrian facilities will reduce severance. Bus and cyclist priority measures and new bus infrastructure will improve access to, and interchange at City Hospital.
Improving Road Safety: Improved crossing facilities will improve safety for pedestrians; improved junctions will improve visibility for cyclists.
Underpinning Economic Regeneration: Selective capacity increases will smooth traffic flows. Local centres will benefit as through traffic is transferred from Soho Road. Access to industrial areas will be improved.
LTP 2006 147 Implementation
Bus Rapid Transit II
(Metropolitan Area Priority)
This Scheme would include links between a key centre or trip generator along a high volume corridor. Services would be largely segregated, run at high frequency and have limited stops (at half mile intervals) in order to reduce journey times and attract motorists. Centro and district councils are carrying out a study work to identify potential corridors.
Contribution to Objectives:
Reducing Congestion: Limited stop, high specification vehicles will maximise modal shift, thus reducing congestion. Benefits will be maximised where services are segregated.
Environmental Impacts including Improving Air Quality: Reduced congestion will have positive implications for air quality and motorists will be offered a high quality environmentally friendly alternative. New vehicles will have a high environmental specification.
Improving Accessibility: More reliable services will reduce journey time thus improving accessibility. Low floor vehicles will also help people with mobility difficulties.
Improving Road Safety: By encouraging modal shift, road safety will be enhanced as fewer car trips are made.
Underpinning Economic Regeneration: The non-standard design of vehicles will help raise the Area's profile. A high speed, limited stop link will have economic benefits in terms of enabling people to access jobs and increasing the potential pool of labour available.
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East Birmingham / North Solihull Mobility & Access Project
(Metropolitan Area Priority)
This project is a Quality Bus Network (QBN) that will improve accessibility within the EBNSRZ. QBNs build on the successful Showcase concept which provides improvements such as new vehicles, bus priority, infrastructure upgrades and better passenger information. The QBN concept goes further and looks to upgrade a local network of routes, partiularly as some 40% of bus journeys involve changes between services.
Contribution to Objectives:
Reducing Congestion: Bus priority measures, higher quality vehicles and improved information and interchange will promote the bus as an alternative to the car, thus reducing congestion.
Environmental Impacts including Improving Air Quality: Every journey made by bus instead of car will mean fewer vehicular emissions, contributing to better air quality. Past evidence has suggested that bus companies have upgraded their fleets with newer less polluting vehicles.
Improving Accessibility: An comprehensively improved more reliable bus network will improve accessibility to jobs and other key facilities in the EBNSRZ. Low floor vehicles will be of benefit to people with mobility difficulties.
Improving Road Safety: By providing a viable public transport alternative, fewer car journeys will have positive benefits on road safety.
Underpinning Economic Regeneration: A comprehensive network enhancement will enable people to access jobs and increase the potential pool of labour available to employers.
LTP 2006 149 Implementation
Quality Bus Networks
(Metropolitan Area Priority)
Quality Bus Networks (QBNs) build on the successful Showcase concept, which provides improvements such as new vehicles, bus priority, infrastructure upgrades and better passenger information. The QBN concept goes further and considers upgrading of a local network of routes; particularly as 40% of bus journeys involve changes between services. QBNs will improve efficiency and accessibility.
The first QBN, Coventry Primelines, has now been fully approved. Further proposals include east Birmingham / North Solihull; Walsall; north and west Wolverhampton; and south-west Birmingham.
Contribution to Objectives:
Reducing Congestion: Bus priority measures, higher quality vehicles and improved information and interchange will promote the bus as an alternative to the car, thus reducing congestion.
Environmental Impacts including Improving Air Quality: Every journey made by bus instead of car will mean fewer vehicular emissions, contributing to better air quality. Past evidence has suggested that bus companies have upgraded their fleets with newer less polluting vehicles.
Improving Accessibility: Improved and more reliable comprehensive bus networks, particularly in relatively disadvantaged communities, will improve accessibility to jobs and other key facilities. Low floor vehicles will also help people with mobility difficulties.
Improving Road Safety: By encouraging a modal shift, road safety will be enhanced as fewer car journeys are made.
Underpinning Economic Regeneration: Comprehensive network enhancements will enable people to access jobs and increase the potential pool of labour available to employers.
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Major Rail Park & Ride and corridor enhancements
(Metropolitan Area Priority)
The concept is to upgrade a local railway line in the same way as a Bus Showcase route upgrade. Improvements would include CCTV, upgraded lighting, signs and shelters, renewed passenger help points, disabled facilities, expanded Park & Ride facilities and longer platforms - all as and where appropriate. The Cannock Line Showcase is the first proposal. Others will be drawn up during the LTP2 period
Contribution to Objectives:
Reducing Congestion: Improving the attractiveness of rail services and providing additional passenger Park & Ride capacity will help encourage modal shift and reduce congestion.
Environmental Impacts including Improving Air Quality: Reduced traffic along alternative highway routes will have positive implications for air quality.
Improving Accessibility: Any measures that increase capacity, reliability and safety will impact positively on accessibility. Access for people with reduced mobility will also be improved.
Improving Road Safety: Reducing the number of vehicles using the corresponding highway network will have positive implications for road safety.
Underpinning Economic Regeneration: Upgraded facilities will raise the profile of the corridors. Any increases in passenger capacity will have positive economic benefits.
LTP 2006 151 Implementation
Strategic Park & Ride
(Metropolitan Area Priority)
Additional strategic Park & Ride provision is proposed to encourage motorists whose journeys commence in the shires or urban fringe to transfer to a more sustainable mode for the more congested, latter part of their journeys.
Contribution to Objectives:
Reducing Congestion: Will help reduce congestion in and around key trip generators and along the strategic routes identified.
Environmental Impacts including Improving Air Quality: Reduced traffic along strategic routes will have positive implications for air quality.
Improving Accessibility: Accessibility to key trip generators will be improved, with attractive alternatives to using a car for the entire journey being provided.
Improving Road Safety: Reducing the number of vehicles along routes identified will have positive implications for road safety.
Underpinning Economic Regeneration: Improved access and reduced congestion along selected routes will have positive economic implications.
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Swanswell Area Regeneration Scheme, Coventry
(Metropolitan Area Priority)
This Scheme comprises either demolition of part of the inner ring road or major changes to it, to complement wider regeneration and expansion of the city centre to the north-east, with new health and education facilities. The Scheme includes transport infrastructure to serve city centre bus facilities either via rejuvenated bus hubs or a refurbished Pool Meadow bus station.
Contribution to Objectives:
Reducing Congestion: Rerouting of through traffic and improved public transport will have positive benefits on congestion locally.
Environmental Impacts including Improving Air Quality: Removal of through traffic and an improved environment for journeys by public transport, cycling and walking will have positive impacts on air quality and noise reduction. The Scheme will open up opportunities for redevelopment which will benefit the built environment.
Improving Accessibility: Downgrading of part of the Ringway will reduce severance, improve bus services and create a better environment for cycling and walking. Opening up land for development will give local people access to key facilities and services.
Improving Road Safety: Downgrading of part of the Ringway and rerouting of through traffic will improve road safety.
Underpinning Economic Regeneration: Downgrading of part of the Ringway will improve access to brownfield development sites in the Swanswell area, which is in the C&N Regeneration Zone.
LTP 2006 153 Implementation
Sutton Coldfield Public Transport Improvements, Birmingham
(Metropolitan Area Priority)
Options are being considered which would reduce bus congestion in Sutton Coldfield town centre, reduce the risk of accidents and improve air quality, whilst maintaining high levels of penetration and good interchange.
Contribution to Objectives:
Reducing Congestion: The Scheme seeks to make public transport more attractive, thus encouraging modal shift and reducing congestion.
Environmental Impacts including Improving Air Quality: Improving air quality, which is poor within the town centre, is one of the Scheme's key objectives. It will also lead to opportunities to improve the streetscape/public realm.
Improving Accessibility: The Scheme will seek to improve the interchange between bus and rail. Bus priority measures at key junctions and on the ring road will also be considered.
Improving Road Safety: Pedestrian safety in the town centre is a cause for concern and improving it is a key objective driving the Scheme.
Underpinning Economic Regeneration: Improving access to the town centre and relieving bus congestion will have positive implications for investment in the centre.
154 LTP 2006 Implementation
Minworth Link Road, Birmingham
(Metropolitan Area Priority)
This Scheme is for a 1 km link road providing access between Chelmsley Wood and the development opportunity on the site of the former Severn Trent Works.
Contribution to Objectives:
Reducing Congestion: Increased capacity on the link road will reduce congestion on existing roads particularly on the heavily used section of Chester Road.
Environmental Impacts including Improving Air Quality: Reducing the number of HGVs and through traffic in residential areas, particularly Water Orton, will improve air quality and reduce noise.
Improving Accessibility: The Scheme will provide a dedicated link (including direct public transport access) from Chelmsley Wood, an area of relative disadvantage within the EBNS Regeneration Zone, to an area with large job opportunities.
Improving Road Safety: Reducing the number of HGVs and through traffic in residential areas, particularly Water Orton, will improve road safety.
Underpinning Economic Regeneration: Will open up a key employment area within the EBNS Regeneration Zone and provide good access to a ready pool of labour.
LTP 2006 155 Implementation
Junction 10 (M6) Improvements, Walsall
(Metropolitan Area Priority)
This junction is a major bottleneck which hinders access between the M6 and the northern Black Country and also affects traffic on the A454 between Walsall and Wolverhampton.
The Scheme is being drawn up by Walsall MBC and the Highways Agency. It involves replacing the sub-standard two lane overbridges with new, four-lane structures. A third overbridge will facilitate replacement of the existing bridges and permit a new traffic arrangement. The Scheme will improve motorway access, accommodate A454 traffic and improve reliability of the 529 Showcase bus route.
Contribution to Objectives:
Reducing Congestion: Provision of a new bridge over the M6 will reduce congestion.
Environmental Impacts including Improving Air Quality: Freer flowing traffic will have positive implications for air quality.
Improving Accessibility: Extra capacity will give the opportunity to introduce bus priority measures on the 529 Showcase route, improving reliability.
Improving Road Safety: Possible separation of east-west and turning traffic will have positive implications for road safety.
Underpinning Economic Regeneration: This junction gives access to existing and future employment and housing sites in the NBCSS RZ and nearby Wolverhampton - Telford HTC.
156 LTP 2006 Implementation
Bradford Place Public Transport Interchange, Walsall
(Metropolitan Area Priority)
The existing Bradford Place bus interchange is totally inadequate for the number of buses using it, both in terms of design and capacity, and is regularly congested. this severely impacts on bus journey reliability and passenger safety.There have been many road accidents within and around the facility. The proposal will increase the number of stands to 12 (a 70% increase), provide a much safer and more convenient environment for passengers and be much more efficient in operational terms. This will be achieved by the realignment of Bridgeman Street to create space for the new facility at the south of Bradford Place, which will then be laid out to form a new public square as an extension of the pedestrianised area within the town centre.
Contribution to Objectives:
Reducing Congestion: Provision of improved public transport facilities will create a more attractive alternative to the car, thus encouraging modal shift and reducing congestion.
Environmental Impacts including Improving Air Quality: Encouraging more use of public transport and less car use will improve air quality.The incorporation of a new public square will improve streetscape sgnificantly.
Improving Accessibility: The Scheme is will improve access to the town centre by bus and will have assist social inclusion. Links for pedestrians and cyclists will also be improved as part of the wider regeneration Scheme.
Improving Road Safety: Rationalising bus movements will have improve road safety in the town centre.
Underpinning Economic Regeneration: The interchange is part of a wider scheme to regenerate Walsall town centre, which is within the NBCSS Regeneration Zone.
LTP 2006 157 Implementation
Walsall - Brownhills Corridor
(Metropolitan Area Priority)
Centro and Walsall MBC are jointly undertaking a multi modal review of this corridor. Options being considered are heavy rail, light rail, ultra light rail, bus rapid transit (BRT) and upgraded bus priority. If BRT is chosen, this would lead to an Annex E submission in 2007 and would be the third BRT bid in this LTP2. A choice of upgraded bus priority could lead to a Major Scheme bid, especially if this was combined with a Quality Bus Network bid. If LRT were chosen, it would need to be incorporated in a larger light rail bid, sometime in the future. Funding is unclear for heavy rail.
Contribution to Objectives:
Reducing Congestion: Reducing congestion by examining alternatives to the private car and maximising the use of existing highway infrastructure are key objectives of the study.
Environmental Impacts including Improving Air Quality: By encouraging a modal shift and ensuring freer flowing traffic, air quality will be improved.
Improving Accessibility: A thorough examination of public transport options comprises part of the study.
Improving Road Safety: By providing a viable public transport alternative, fewer car journeys will have positive benefits on road safety.
Underpinning Economic Regeneration: Measures to improve accessibility and reduce congestion will be of benefit to both businesses and employees within the Area.
158 LTP 2006 10 Performance Management
159 Performance Management
10 Performance Management implemented. This regular review cycle will ensure that targets remain realistic and challenging. 10.1 Monitoring Progress 10.2 Targets Background 10.1.1 During our first LTP period, we submitted APRs each July to Government. Each APR reports 10.2.1 The LTP targets, described in Section 10.4 on delivery by the eight partner Authorities, updates ‘Target Justification and Trajectories’, reflect the the public on our work and allows Government to need to base performance on a programme of assess our transport investment and progress Integrated Transport Block and Maintenance towards targets. schemes in line with the Planning Guidelines, plus any Major Schemes previously approved. 10.1.2 The APR also forms the basis of an annual Delivering against these targets is seen as key appraisal that feeds into each Authority’s stepping stones in the achievement of our transport Comprehensive Performance Assessment. This aims and objectives. Where possible we have process has, in some years, led to more funding tested the robustness of the targets, for example being allocated to our Area in a following year. by using PRISM to validate them. They do not include the contribution of uncommitted Major 10.1.3 Effective monitoring to identify progress with Schemes submitted in July 2005 or those yet to programme delivery and the achievement of targets be submitted during the LTP2 period. is essential. This allows approaches to be refined as circumstances change to ensure we stay on 10.2.2 This means that some key aims of this LTP2, track to meet both short and long term aspirations. such as no increase in congestion and raising the level of bus patronage, which rely on Major New Programme Review and Management Schemes forming part of the 'up to £1 billion' capital Procedures programme, will not be wholly reflected in the targets. 10.1.4 In developing this LTP2, substantial efforts have been made to put in place a robust monitoring 10.2.3 The targets and indicators in both the 2000 and review regime to enhance our performance. and 2003 LTPs have now been thoroughly reviewed This was initially driven by our wish to improve and revised in line with DfT Guidance on second programme delivery and control costs (which has LTPs. been achieved). It has now been broadened to consider outcomes from our interventions and 10.2.4 In accordance with this Guidance, we have progress towards delivering our strategy and long reduced the number of targets from 44 to 24 in term vision. order to focus on mandatory targets (plus a target on light rail use, as 'encouraged' by DfT and targets 10.1.5 Figure 10.1 ‘LTP Programme and Targets specifically requested through the Regional Spatial Review Process’ illustrates the principal elements Strategy (RSS). We will also focus on four other of the review process. At the heart is a monthly issues, identified through consultation and linked meeting of senior Members who consider detailed to wider local policies, that are fundamental to our progress reports on delivery, expenditure, target LTP Objectives. These are: attainment and trend information. They then advise the West Midlands Planning and Transportation Making more efficient use of the existing Sub-Committee of the action being taken, or needed transport network - This was confirmed as collectively or individually by authority, to remain an LTP priority by the Leaders of the on track. Metropolitan Authorities in November 2004. Making the best use of the existing transport 10.1.6 This frequent monitoring and review cycle network is one of the three principal elements means problems are identified early to enable of the longer-term LTP2 strategy. Our target suitable remedial action to be developed and is in terms of the total cost of delay to private vehicles on the 'main road' network.
160 LTP 2006 Performance Management
Figure 10.1 LTP Programme and Targets Review Process
LTP 2006 161 Performance Management
Contributing to economic regeneration - Land use planning policies are focused on concentrating increased development likely to generate large numbers of trips in centres, where there is the widest choice of transport. We want to maintain the accessibility of centres to ensure that economic regeneration is not hindered by increased congestion created by extra trips. Personal security - This has been raised as an important issue in all the local Community Strategies. In achieving improvements in both actual and perceived safety on public transport we will help to enhance the quality of bus, rail 10.2.8 A number of our LTP2 targets contribute and Metro travel and reduce social exclusion towards the achievement of these economic targets by eliminating barriers to accessibility. by focusing on congestion or accessibility to help Freight movement - This target has arisen enable successful new development. The most out of consultation with the local business pertinent of these are: community and Freight Quality Partnership. Efficient distribution is vital to supporting local No more than a 7% increase in road traffic economic regeneration. The target focuses mileage between 2004 and 2010 on HGV access to the motorway network. On target routes in the AM peak accommodate an expected increase in travel 10.2.5 Progress will be monitored by reference to of 4% with a 5% increase in journey times relevant indicators for each target. We consider all between 2005 and 2011 (provisional target) our targets to be stretching and we will strive to Increase the morning peak proportion of trips deliver them. However, it must be recognised that by public transport into the nine LTP centres a number of factors outside the control of the as a whole from the 2005/06 forecast baseline Authorities can impact on delivery. Examples of 32.73% to 33.8% by 2009/10 include the fares policy of bus companies and support economic regeneration by maintaining subsequent impact on passenger numbers and inter-peak accessibility to the nine LTP centres technological developments and weather conditions as a whole between 2004/05 and 2010/11 that affect air quality. Housing Targets 10.2.6 Transport is not an end in itself, but is a key factor in delivering better outcomes for quality of 10.2.9 Similarly housing targets for the Metropolitan life issues like employment, the economy, housing, Area are in the RSS. They include: social inclusion and the environment. The following paragraphs highlight the links between the LTP 74% – 100% of new housing development on targets and these wider objectives. brownfield land 6,000 – 6,500 affordable dwellings each year Economic Targets across the region between 2001 and 2011 Annual Average Rates of Housing Provision 10.2.7 Those relevant for the Metropolitan Area varying between 2,300 in Birmingham and are contained in the RSS. They focus on increasing 400 in Solihull (to 2007) and 3,000 in the amount of development within Major Urban Birmingham and 400 in Solihull (2007 – 2011) Areas, Regeneration Zones and High Technology Corridors, but are not quantified. A further target 10.2.10 Again the LTP2 targets facilitate the looks at linking at least one Regional Investment achievement of these housing targets by aiming to Site to each Regeneration Zone and High improve quality of life for local residents, so making Technology Corridor. housing developments more attractive to people who may otherwise consider moving outside the Area. Locating on established public transport routes is a feature of the Urban Living project in Birmingham. Relevant LTP targets include:
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Increase the total population within 30 minutes confidence in survey results is reflected in DfT’s inter-peak travel time of a main NHS hospital decision not to include highway condition BVPIs in by 'accessible' public transport from the 2005 forthcoming CPA assessments. We are told that baseline of 580,000 by 50% by 2011 DfT themselves do not expect consistency in the Improve actual and perceived personal safety measurement of the condition of the PRN to be able while travelling on public transport by 10% to be achieved until around 2007/08. between 2004/05 and 2010/11 Reduce the average level of NO by 1% 10.2.13 In addition, the use of SCANNER on the 2 non-Principal Road elements of the network is not between 2004/05 and 2010/11 in the areas likely to begin until 2007/08 at the earliest. Whilst where NO exceeds the national objective 2 the quality of survey data obtained remains high, the inherent flaws in the use of coarse visual Social Inclusion Targets inspection (CVI) prevent the output fully 10.2.11 The Regional Social Inclusion Partnership representing the progress that we consider is being is currently in the process of developing a Social made. Again, the determination of trends is difficult Inclusion Work Plan, which will contain targets. because of the limited frequency of these surveys. Local Community Strategies for each of the City or 10.2.14 Given the need to set LTP2 targets against Metropolitan Borough Councils contain policy this background of inconsistency and mistrust in statements about social inclusion and accessibility. the data produced, we have chosen a target of a A number are currently being updated and will 5% reduction by 2010/11 in the length of the incorporate targets in due course. As such, the networks requiring further investigation under each LTP2 targets on accessibility support local policies of the three BVPIs to be monitored. This figure has rather than link to existing targets. The most had to be based on local knowledge and relevant of the LTP2 targets are: engineering judgment rather than an in-depth trend Increase the number of people attending job analysis or prediction of the effect of spending interviews per year via access initiatives from programmes, which is impossible in the current the 2005 baseline of 1,150 to 2,300 by 2011 climate for highway condition monitoring. The Improve actual and perceived personal safety targets are, however, felt to be stretching but while travelling on public transport by 10% achievable. Every effort will be made to monitor between 2004/05 and 2010/11 them accurately. As per DfT Guidance, it is fully intended to report BVPI96, BVPI97b and BVPI187 Increase bus use from the 2003/04 base of scores for each of the seven local highway 325 million trips per year to 355 million by authorities in the progress reports during the LTP2 2010/11 period, but this is obviously dependent upon a Difficult Issues consistent and robust monitoring regime being established. 10.2.12 We have faced particular problems with defining highway maintenance targets. The three 10.2.15 In the longer term, SCANNER is seen as Highway Maintenance targets included in our LTP2 the most likely means of achieving the repeatability (Principal Road condition – BVPI96, Unclassified that consistent monitoring and target setting Road condition – BVPI97b and Footway condition demands. SCANNER output will be an integral – BVPI187) are only included because they are component of Asset Management Plans that will mandatory. With approved monitoring use a range of condition measurement techniques methodologies changing so frequently, we have no to define an overall measure of service quality. It confidence that results previously obtained on the should, however, be noted that the SCANNER Principal Road Network (PRN) from deflectograph output is largely confined to a measure of surface surveys, for example, can be compared in a condition and that this may not be an accurate consistent way with results from the new measure of the structural condition of that part of TRACS-type or SCANNER surveys, not least the highway or the investment needed to repair or because they measure different highway maintain it. characteristics. This obviously precludes any 10.2.16 As agreed with DfT, Target LTP7 on road long-term trend analysis, which is important when congestion should be treated as provisional. Key determining targets and trajectories. This is a journey time data, consistent across all ten major problem also encountered by all other highway urban areas in England, that will form the basis of authorities across the country and the lack of the national urban congestion PSA, is still awaited.
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Our target, 'On target routes in the AM peak 10.3.2 There are two strands to the development accommodate an expected increase in travel of 4% of the TAMP. The first strand will be a Highway with a 5% increase in journey times between 2005 Asset Management Plan (HAMP), developed by and 2011', is based on initial outputs from PRISM the District Maintenance Engineers Group (DMEG). that we would ideally wish to analyse in much The Group has a long history of joint working. The greater detail given appropriate time and resources. second strand, being prepared in parallel by Centro, It is expected that a more robust, final target will be is an Asset Management Plan for public transport formulated by July 2006. assets such as bus stations, Park & Ride facilities and bus shelters. We will consider other transport 10.2.17 We also have serious concerns about the assets such as multi-storey car parks before practicality of achieving the target required by Policy producing a final TAMP. T4 of the RSS (100% of schools to have Travel Plans by 2011) given the constraints which exist. 10.3.3 Asset management is a strategic approach These concerns include the temporary nature of that optimises the allocation of resources for the DfES funding for School Travel Plan advisors which management, operation, preservation and will finish before the end of the LTP2 period, enhancement of the highway infrastructure. The meaning the existing rate of progress on School process is systematic and takes a long-term view, Travel Plans may not be maintained. In addition, considering whole-life costing, balancing competing the lack of power to compel state schools to develop demands and taking account of customer School Travel Plans and the absence of any ability expectations. The process adopted follows the to influence the private sector, including template proposed in the publication 'Framework non-availability of grants, means that 100% take for Highway Asset Management' (published by up of School Travel Plans cannot be assured. CSS). Therefore, we consider that this target should be re-assessed at the next review of the RSS. 10.3.4 This approach is essential in order to make the most effective use of limited financial resources 10.2.18 The technical and consultation processes in delivering the levels of service that each highway employed in developing all the targets will be authority requires. Each authority is progressing continued throughout the life of the LTP2 to ensure, its own HAMP to a standardised format agreed where necessary, targets can be updated to remain jointly at a series of workshops facilitated by challenging but realistic. The internal officer Wolverhampton City Council and the consultant working groups focusing on the LTP2 will consider, retained on the steering committee for the original on at least an annual basis, the need to revise framework document. The joint working follows the targets based on information contained in the lead established by Coventry City Council and has forthcoming APRs. It is envisaged that increasing succeeded in ensuring complete compatibility of use will be made of the PRISM model to forecast approach across the Metropolitan Area. what alterations to targets may be necessary during the LTP2 period. 10.3.5 Each highway authority has now completed a staged review of their assets with the exception 10.3 Transport Asset Management Plans of Birmingham City Council that has collated similar data streams earlier with the express purpose of 10.3.1 We are working towards an agreed developing a successful PFI bid. The first stage or Transport Asset Management Plan (TAMP). The gap analysis identified shortfalls in the data sets on drivers for using Asset Management, in addition to how current practices align with the asset LTP2 Guidance, are: management discipline and where the opportunities for improvement exist. The second stage involved 'Whole of Government Accounts', which the identification of the tasks necessary for each require authorities to value their transport individual highway authority to develop their own assets in order to assess replacement costs asset management plan. The third stage involved and depreciation rates the production of the HAMP complete with a 'The Prudential Code', which allows authorities specification for the capture, storage and retrieval to choose between revenue and capital of the necessary supporting data. The fourth and intensive options for service delivery. The final stage that is ongoing involves the inventory code also requires consideration of asset capture, which will be ongoing throughout 2006/07 management planning when making capital and into 2007/08. investment decisions
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10.4 Target Justification and Trajectories
10.4.1 The following pages list our targets for the LTP2 period. They comprise:
16 mandatory targets as per DfT Guidance on Local Transport Plans 2 further targets on light rail patronage and public transport trips into urban centres 'encouraged' by DfT and befitting the Metropolitan Area's status as a Major Urban Area 2 targets (for school and workplace travel plans) required by the Regional Spatial Strategy 4 local targets (see Section 10.2 ‘Targets Background’)
10.4.2 Our Planning Guideline funding levels for the LTP2 period are lower than they were for 2001 - 2006 so, allied with inflation, this will affect the outputs that can be produced with the same resources. We show the current performance and trajectory for each target. We have listed links to other policies or indicators to emphasise the joined-up nature of our targets and we comment on the actions and risks we face in achieving our targets.
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The Road Casualty Reduction Shared Transport Priority Theme
Target
Three related targets for casualty reduction
Mandatory Indicator Target BVPI99(x): a 40% reduction in all KSIs from 1994-98 average to 2010, and a 30% reduction from 2004 to 2010
Mandatory Indicator Target BVPI99(y): a 50% reduction in child KSIs from 1994-98 average to 2010, and a 35% reduction between the 2002-2004 average and the 2008-2010 average
Mandatory Indicator Target BVPI99(z): a 10% reduction in slight casualties from 2004 to 2010
Target justification The demand from the public for Local Safety Schemes remains high and the ongoing programme of works, targeted at locally determined and prioritised 'hotspots', currently averages a rate of return of over 200%, so we are achieving excellent value for money from this investment. It is therefore expected that funding will continue to be allocated at a similar level to the last LTP period. An extrapolation of the existing downward trends in casualty reduction gives confidence that the stretching target standards defined by DfT can be achieved. Trajectories are exponential to reflect the fact that our past success means casualties will become progressively more difficult to reduce in future. Ambitious and realistic ? Yes. We have traditionally performed very well in reducing accident casualties (for example KSIs in 2004 are less than a third of what they were in 1984), but targets with more recent baselines will prove a challenge as most accident clusters have been dealt with. Inner City and Neighbourhood Road Safety Projects in Birmingham and Sandwell will help performance. Links to other policies / targets / National casualty reduction target, local road safety plans, indicators activities of the West Midlands Safety Camera Partnership, Streets Ahead on Safety (formerly the East Birmingham Inner City Road Safety Demonstration project). Key actions for local government Continue with programme of Local Safety Schemes, road safety training, Safer Routes to School projects, etc. Key actions for local partners Maintain or increase the effectiveness of the West Midlands Safety Camera Partnership, bearing in mind new criteria which may give a new funding stream. Risks to achievement We have already achieved exceptional results from 1994-98 baselines, but the more successful we are, the harder it is to continue reducing casualties. The random nature of the problem, with engineering only having a modest effect on the total figures, means the trend line will never reach zero. Management of risk Continued promotion of the seriousness of the problem with prioritising of schemes that give the greatest casualty saving,
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new initiatives such as 'Kerbcraft' in Solihull, and dissemination of lessons learned in the Birmingham and Sandwell projects.
Performance and trajectory
Figure 10.2 BVPI99(x) All KSI target
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Figure 10.3 BVPI99(y) Child KSI
Figure 10.4 BVPI99(z) Slight Casualty
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The Road Congestion Shared Transport Priority Theme
Target
Mandatory Indicator Target LTP2: no more than a 7% increase in road traffic mileage between 2004 and 2010
Target justification The PRISM model has forecast a 9% increase in vehicle-km travelled between 2001 and 2011. This takes into account Regional Spatial Strategy regeneration aspirations, committed major schemes and behavioural change to bring about 5% modal shift from car (based on local Integrated Transport block expenditure). Target LTP2 is based on these PRISM forecasts, but has the added realism of excluding Metro Phase 1 extensions, which were included in the PRISM 2011 scenario. Ambitious and realistic ? Target LTP2 is considered ambitious as local traffic grew by 3.3% between 2001 and 2003. If extrapolated this would equate to 2004-2010 growth of around 10%. Equally 7% growth is only around half the NRTF prediction for conurbations until 2010. However the target is also realistic, the trajectory reflecting growth as monitored by DfT from 1994 to 2004. The economic growth agenda will accelerate car ownership and use, although most future traffic growth is expected in non-peak periods because the network is close to capacity in morning and evening peaks. Links to other policies / targets / Regional Economic Strategy, Centro 20-Year Strategy, Bus indicators Strategy Key actions for local government Continue to encourage modal shift away from car travel, for example via TravelWise, further development of Bus Showcase, rail Park & Ride, Smarter Choices campaign, etc. Key actions for local partners Public transport operators need to increase capacity and quality if possible. Local employers to commit more to TravelWise initiatives. Risks to achievement Significant modal shift from car fails to happen. Quality and capacity of public transport does not improve Management of risk Continued monitoring of traffic mileage via a new monitoring system, statistical analysis and review of policies if target not being achieved. Work actively with operators to improve quality of public transport. Management of change in central parking capacity.
Performance and trajectory
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Figure 10.5 LTP2 Traffic Mileage
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Target
Mandatory Indicator Target LTP6: no increase in morning peak traffic flows into the 9 LTP centres between 2005/6 and 2010/11
Target justification This target is a balance between the need to reduce congestion around the centres by discouraging car trips, and the desire to allow car access to promote economic regeneration. Trend extrapolation suggests a fall of around 3,800 AM peak car trips into the centres between 2001/2 and 2005/6. However, projections based on the Annual Employment Survey forecast 50,000-100,000 extra jobs in centres between 2001 and 2011. The most pessimistic prediction of the resulting traffic generation would see around 10,000 extra car trips into the centres as a whole. PRISM predicts a 6.5% AM peak increase 2001-11, which equates to around 3.2% for 2005/6 to 2010/11. Ambitious and realistic ? We believe a target to achieve no increase in car trips to centres when faced with possible demand for 10,000 extra trips per day is very stretching. This can only be achieved with significant mode shift from car onto public transport (rail travel and Park & Ride are particularly important for Birmingham), walking and cycling as the nine LTP centres are the focal points of the extensive public transport network. Schemes and measures to remove through traffic from centres will also contribute. Links to other policies / targets / Road congestion and air quality policies, Centro 20-Year indicators Strategy, Bus Strategy Key actions for local government Improve alternative means of access to centres, for example by developing rail services and Park & Ride, continue to encourage modal shift away from car travel via TravelWise, further development of Bus Showcase, Smarter Choices campaign etc, completion of Walsall Town Centre Transport Package, ensure parking policies continue to deter long term parking in centres and planning policies limit provision of new long-stay parking. Key actions for local partners Public transport operators to increase peak period capacity and quality, developers to restrain parking aspirations, Government not to incentivise car travel by increasing the pricing gap. Risks to achievement Public transport operators prove unable to increase peak period capacity and quality, increased fares above fuel price rises, new centre developments are more popular to car-borne travellers than anticipated. Management of risk Focus on projects that increase the capacity of the public transport network, maintain complementary policies, for example - car parking.
Performance and trajectory
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Figure 10.6 LTP06 AM Peak Traffic Flows into Urban Centres
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Target
Mandatory Indicator Target LTP6 - additional target at authorities' discretion: increase the morning peak proportion of trips by public transport into the 9 LTP centres as a whole from the 2005/6 forecast baseline of 32.73% to 33.8% by 2009/10
Target justification The AM peak proportion of trips by public transport into the nine LTP centres rose from 30.94% in 1997/8 to 32.63% in 2003/4 due to rail growth (mostly into Birmingham), public transport schemes such as Midland Metro, and also schemes to reduce traffic in centres such as Masshouse Circus in Birmingham and West Bromwich Town Centre Strategy. The completion of schemes such as Walsall Town Centre Transport Package and Brierley Hill Sustainable Access Network in the LTP2 period should ensure a regular boost to public transport and therefore a linear trajectory for this target. Ambitious and realistic ? We believe this target to be challenging but achievable. The 2003 LTP set targets for individual centres that totalled an increase of 2% in the public transport share of morning peak trips into centres over the period 1996/97 to 2010/11 (14 years). The new target seeks half that increase in only four years, so is obviously more stretching. However the PRISM model forecasts the increase in public transport trips to centres to exceed that of car trips, deeming the target increase to be achievable if capacity and fares are controlled. Links to other policies / targets / Road congestion and air quality policies, Centro 20-Year indicators Strategy. Key actions for local government Implementation of the Coventry Quality Bus Network, continue to encourage modal shift away from car travel via TravelWise, further development of Bus Showcase, rail Park & Ride, Smarter Choices campaign etc. Key actions for local partners Public transport operators to increase quality, capacity and improve operations in the morning peak period, Government to reduce differential taxation and pricing measures. Risks to achievement Public consultation fails to support shifting highway capacity from cars to buses in key locations. Public transport operators fail to increase peak period capacity or improve quality, or raise fares above inflation. Management of risk Focus on policies that increase the quality and capacity of the public transport network, review of complementary policies, for example - car parking.
Performance and trajectory
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Figure 10.7 LTP6 % Public Transport Trips into LTP Centres
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Target
Mandatory Indicator Target LTP7: (provisional) on target routes in the AM peak (0700 - 1000) accommodate an expected increase in travel of 4% with a 5% increase in journey times between 2005 and 2011
Target justification The Metropolitan Area is one of ten major urban areas in England working with DfT to develop a robust, consistent process for urban congestion monitoring. The accumulation of monitoring data and LTP targets from these areas will form the basis of a National Urban Congestion PSA. However, the timescale for data collection and analysis means we cannot develop a robust target in time for LTP submission in March 2006. Thus our target above is provisional and based on limited, locally available journey time data and PRISM model forecasts. However, we recognise that for use at this more local level PRISM requires further calibration, particularly in respect of public transport trips. PRISM has initially forecast a 6% increase in trips on the target routes between 2005 and 2011. This has been modified to 4% to take account of local initiatives and future plans. With DfT now defining a three hour AM peak period there is some limited capacity available to accommodate extra trips in the peak 'shoulders'. Initially we are assuming a 5% increase in journey time as delays increase disproportionately to increases in traffic in congested conditions. It must be stressed that these are initial estimates based on the limited evidence currently available and that it is very likely that they will require modification in the future. Ambitious and realistic ? Given the very limited amount of time and information available to develop this target, we believe it is currently as realistic as possible. We will revise this target in July 2006 when we have more survey information, and revisit it again in 2007 when we have some time series data to provide better evidence for the likely trajectory. Until more data is available it is very difficult to say how ambitious the target is. Links to other policies / targets / LTP Congestion Strategy, Regional Spatial Strategy, Regional indicators Economic Strategy. Key actions for local government Implementation of the Phase 1 Red Routes programme, continued encouragement of modal shift via TravelWise, further development of Bus Showcase, rail Park & Ride, Smarter Choices Campaign, enhanced network management, etc. Key actions for local partners Promotion of development in sustainable locations which offer a choice of travel mode. Risks to achievement Red Routes implementation and Bus Lane Enforcement roll-out delayed, modal shift not achieved, regeneration increases demand for vehicle trips beyond capacity of highway efficiency improvements. Management of risk Monitoring and review of Red Route Phase 1 implementation, monitoring of congestion (using ITIS) and identifying responses to particular problems.
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Performance and trajectory Awaiting verified data from which to define an agreed baseline and trajectory.
Figure 10.8 Congestion Monitoring
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The Accessibility Shared Transport Priority Theme
Target
Mandatory Indicator Target LTP1a: increase the number of people attending job interviews per year via access initiatives from the 2005 baseline of 1150 to 2300 by 2011
Target justification The Strategic Accessibility Assessment (see the Accessibility Strategy) identified access to employment via job centres as one of the few real travel time-related 'accessibility gaps' in our Area. Our target focuses on the development of Job Centre Plus or WorkWise initiatives (which can also locate in neighbourhood offices or one-stop shops) that provide free travel to interviews, so improving access to potential employment. There are four schemes currently operating from which Jan-Oct 2005 data has been factored up to a full year total to create a 2005 baseline. The target to double interviews assumes:
we are able to start one new initiative every two years that continues to run until 2011 and none are discontinued we maintain the full year 2005 take-up of free travel passes for interviews from the current schemes at the same level per year until 2011 the take-up of free passes at the new sites is the average per year of the current schemes
Ambitious and realistic ? WorkWise has been operating in our Area since 2003. At all sites there has been a rapid initial take-up of the "free travel to interviews" offer before demand levels off in the third year. To meet this target it is therefore important to open new initiatives in areas of high unemployment not currently covered. However, we are severely constrained by the relative lack of revenue resources, both to maintain current initiatives and support new ones. Each initiative costs £65,000 per year to operate, so opening one every two years is financially very stretching but could be achieved. Links to other policies / targets / LTP Accessibility Strategy, Community Plans re all 4 key indicators services, Employment Strategies, Regeneration Zone policy re jobs, DfT accessibility indicators, Centro 20-Year Strategy. Key actions for local government Investigate potential new sources of revenue funding and develop links with partners, especially Job Centre Plus and Local Strategic Partnerships, to ensure initiatives are operated as effectively as possible. Key actions for local partners Recognise the importance of Accessibility Planning through involvement and allocation of funding to support LTP targets and objectives.
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Risks to achievement Resources audit fails to identify sufficient revenue funding to show improvement against the target, outside partners face similar revenue difficulties. Management of risk Regular reviews of the practicality of the programme including a re-assessment of resources allocated.
Performance and trajectory
Figure 10.9 LTP1a Access to Employment
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Target
Mandatory Indicator Target LTP1b: increase the total population within 30 minutes inter-peak travel time of a main NHS hospital by 'accessible' public transport from the 2005 baseline of 580,000 by 50% by 2011
Target justification All the Community Plans or Strategies for the seven Metropolitan Authorities regard access to health facilities as a priority issue. The Strategic Accessibility Analysis (see Accessibility Strategy) revealed that access to hospitals was an issue as few are in central locations and many cross-boundary patient trips occur. Furthermore, consultation on this strategic work showed a desire from the public for more 'accessible' public transport serving the ten main general hospitals. We have defined this as Bus Showcase routes (where low-floor buses always have level boarding at stops), railway stations with specific facilities for people with disabilities and Midland Metro, which is wholly DDA-compliant. The population has been defined by overlaying 10-12am isochrones with 2001 census data. Thirty minutes was shown by local market research to be an acceptable travel time to hospital by public transport. The trajectory is likely to be linear as the Bus Showcase programme produces outputs on a regular basis. Ambitious and realistic ? Achieving this target of 870,000 people within the relevant isochrone will require the delivery of the LTP2 Bus Showcase and railway station upgrade programmes (the next phase of Metro expansion is not due to open until 2011). This is realistic, but also challenging as consultation on Showcase improvements has slowed down delivery in the past. Links to other policies / targets / LTP Accessibility strategy, Community Plans, Centro 20-Year indicators Strategy, LTP Bus Strategy, development plans of bus operators, health authority plans. Key actions for local government Efficient and effective design, consultation and joint working to ensure timely delivery of Showcase schemes, effective partnerships with operators to ensure low-floor buses and complementary measures are provided where necessary. Key actions for local partners Recognise the important part they can play in achieving LTP targets for accessibility through involvement and allocation of funding and provision of facilities within hospitals where possible. Operators to work in partnership to deliver service improvements. Risks to achievement Consultation and other processes delay scheme delivery. Investment by partners not integrated with LA programme. Management of risk Regular reviews of the practicality of the programme including a re-assessment of resources allocated.
Performance and trajectory
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Figure 10.10 LTP1b Access to Main Hospitals by 'Accessible' Public Transport
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Figure 10.11 Accessibility to Main Hospitals by Accessible Public Transport: Metro, Bus Showcase and Accessible Rail Stations Weekday 2005 (1000-1200)
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Figure 10.12 Accessibility to Main Hospitals by Accessible Public Transport: Metro, Bus Showcase and Accessible Rail Stations Weekday 2011 (1000-1200)
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The Air Quality Shared Transport Priority Theme
Target
Mandatory Indicator Target LTP8:
reduce the average level of NO2 by 1% between 2004 and 2010 in the areas where NO2 exceeds the national objective
Target justification Although air quality is very weather dependent, NO2 concentrations at roadside locations in our Air Quality Management Areas (AQMAs) (and in 'Areas of Exceedence hotspots' where city or borough-wide AQMAs have been
declared) gradually increased between 2001 and 2004. NO2 concentrations at some background locations may be falling, but local evidence demonstrates that this is generally not the case at the roadside, which is the critical location for monitoring
in AQMAs. An objective analysis of roadside NO2 levels by the Air Viro air quality forecasting model has predicted the 'do nothing' situation in 2010 to determine the potential added
effect of local Air Quality Action Plans (AQAPs). While NO2 levels fluctuate from year to year, a 1% reduction is feasible within AQMAs if traffic growth can be limited in line with LTP targets and traffic flows smoothed. Ambitious and realistic ? Given the currently rising levels any noticeable reduction in
NO2 is challenging. However the target can be achieved if AQAPs are effective. AQAPs will also help to meet congestion and traffic growth targets. Links to other policies / targets / LTP Air Quality Strategy, Local Air Quality Action Plans, health indicators policies, LTP Congestion Strategy. Key actions for local government Implement Air Quality Action Plans in relevant areas, further joint working with Highways Agency, further develop air quality forecasting capability building on the link between Air Viro and PRISM. Link congestion strategy and air quality actions. Key actions for local partners Highways Agency to implement measures to reduce pollutants arising from M5, M6 and M42 traffic, pricing policy of M6 Toll continues to encourage its use at times of peak movement. Risks to achievement Weather becomes more conducive to retaining pollution, we fail to achieve targets LTP2 and LTP6, Highways Agency measures are ineffective, outcomes of measures fail to keep pace with traffic growth, traffic patterns change. AQAPs are not effectively implemented Management of risk Regular review of air quality conditions through the Metropolitan Air Quality Officers Group, modelling of possible future scenarios and assessment of responses, positive partnership working with Highways Agency on Route Management plans and joint network management. Implementation of AQAPs will be monitored to prevent slippage of programme. Impact of different measures will be assessed to guide good practice elsewhere.
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Performance and trajectory
Figure 10.13 LTP8 Air Quality
Figure 10.14 Air Quality Areas
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Intermediate Outcome Indicators
Target
Three related targets for highway maintenance
Mandatory Indicator Target BVPI96: reduce the length of Principal Roads requiring further investigation according to DfT rules and parameters by 5% between 2004/5 and 2010/11
Mandatory Indicator Target BVPI97b: reduce the length of Unclassified Roads requiring further investigation according to DfT rules and parameters by 5% between 2003/4 and 2010/11
Mandatory Indicator Target BVPI87: reduce the length of high usage footways requiring further investigation according to DfT rules and parameters by 5% between 2003/4 and 2010/11
Target justification We have chosen a target of a 5% reduction by 2010/11 in the length of the networks requiring further investigation under each of the three BVPIs to be monitored. This figure has had to be based on local knowledge and engineering judgment rather than an in-depth trend analysis or prediction of the effect of spending programmes. These are impossible to obtain with approved monitoring methodologies changing so frequently, resulting in the national absence of consistent, accurate survey data. Ambitious and realistic ? Based on the small amount of relatively reliable comparative data available (from deflectograph surveys in 2002/03 and 2003/04 on the Principal Road Network, which showed an annual improvement of less than 0.25%) a 5% improvement is considered challenging and is more than satisfactory under DfT Guidance. The expected implementation of the Birmingham Highway Maintenance PFI will provide significant improvements to Birmingham's highway infrastructure. It will also have a major impact on overall performance against these targets as Birmingham has around one-third of the road length of the Metropolitan Area. Links to other policies / targets / Transport Asset Management Plans (TAMPs), Road Safety indicators Plans, District Walking and Cycling Strategies. Key actions for local government Implementation of the Birmingham PFI. Other Highway Authorities will need to maximise the impact of available resources (revenue, LTP capital and prudential borrowing) to avoid wide variations in service delivery across the Metropolitan Area utilising the developing TAMPs. Key actions for local partners DfT need to develop SCANNER so that it quickly becomes suitable for measuring highway structural condition in addition to surface condition, and then ensure machine availability at appropriate times for Local Authority or consultant use. Risks to achievement Birmingham PFI does not begin in 2007. Underfunded maintenance programmes. Further amendments to condition
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measurement inhibiting confidence in condition trends, target setting process and investment outcomes. Management of risk The developing asset management process will provide the framework that informs decisions about future target setting and the allocation of resources necessary to achieving our longer term objective of achieving steady state maintenance. Performance and trajectory It is impossible to define accurate baselines given current national monitoring problems. Trajectories are initially expected to be largely linear with fairly consistent annual spending, but with a developing impact from the Birmingham PFI.
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Target
Mandatory Indicator Target BVPI102: increase bus use from the 2003/4 base of 325 million trips per year to 355 million by 2010/11
Target justification This target seeks a 9.23% increase in bus passenger trips between 2003/04 and 2010/11in order to help limit road congestion and accommodate expected increases in trips to centres resulting from new development. In justification PRISM has forecast an increase of 10% from a 2001/02 baseline, resulting in 370 million trips in 2010/11. This comprises increases of 11% in the AM and PM peak periods and 9% inter-peak and off-peak. As a result of a recent real fares increase of 5.6%, average UK bus fare price elasticity analysis predicts a short-term fall of 5 million trips. Longer-term elasticity will prolong this decline into 2006/7, but will be mitigated as Showcase and other bus improvements encourage trip growth. Substantial growth is expected towards the end of the LTP2 period as these bus improvements make a major impact. These effects are reflected in our falling then rising trajectory. Ambitious and realistic ? Extremely ambitious given the long-term decline and increasing car ownership. However PRISM considers the LTP target achievable if the full development and effectiveness of the programmed Bus Showcase schemes and Smarter Choices programme are achieved, resulting in significant modal shift from car. As these are key parts of the LTP congestion strategy, there is added impetus to ensure it is achieved. Free off-peak travel for the over 60s will also increase patronage, at least in the short-term. Links to other policies / targets / Centro 20-Year Strategy, Bus Strategy, LTP Accessibility indicators Strategy, LTP Congestion Strategy, LTP Air Quality Strategy etc. Key actions for local government Implementation of Coventry Quality Bus Network, Bus Quality Partnerships, further Bus Showcase development, bus priority as part of Red Routes, Smarter Choices Campaign continues with a high profile. Continue enhanced concessionary fares schemes. Roll out of Network West Midlands (NWM) branding with extensive marketing. Key actions for local partners Bus operators to encourage passenger growth by improving quality of services (comfort, cleanliness, safety etc) via Bus Quality Partnerships, marketing and coverage / frequency / reliability of services. Risks to achievement Local consultation fails to support the physical Bus Showcase measures required, funding and local support declines. Dominant bus operator does not drive up quality or retain competitive fares. Marketing of NWM does not increase patronage Management of risk Change of attitudes through the 'Smart Choices' promotion, a flexible and innovative approach to bus aids, 'before and after'
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studies to demonstrate the benefits to people as opposed to vehicles. Work closely with operators to a shared goal of driving up patronage.
Performance and trajectory
Figure 10.15 BVPI102 Bus Patronage Target and Trajectory
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Target
Mandatory Indicator Target BVPI104: achieve levels of bus satisfaction of more than 60% by 2009/10
Target justification Target is based on data collected for BVPI104 every three years, but can be supported by data from annual Centro surveys which focus on actual bus users. The trajectory is based on an extrapolation of current trends. Ambitious and realistic ? Realistic. Current level is 57% (up from 54% in 2000/01). Measures to improve punctuality and personal security will contribute to higher satisfaction levels. Links to other policies / targets / Centro 20-Year Strategy, local bus operators' policies, Bus indicators Strategy Key actions for local government Local authorities and Centro continue to provide infrastructure and information (eg, new NWM branding) to help bus users, and continue to support personal security improvements. Key actions for local partners Local bus operators to improve all areas of bus service provision. Risks to achievement Local bus operators, Centro and local authorities are unable to improve the whole bus environment sufficiently to register in surveys. Management of risk Monitoring surveys of performance, cooperation between bus inspectors, police and local authorities to deter anti-social behaviour.
Performance and trajectory
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Figure 10.16 BVPI104 Bus User Satisfaction
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Target
Mandatory Indicator Target LTP3: a 1% increase in the cycling index between 2003/4 and 2010/11
Target justification Cycling is generally a thinly-spread activity and it is accepted that it is not possible to measure accurately actual numbers of cycling trips in a major urban area. As such, we have combined all available sources of cycle monitoring information that go back to at least 2000/01 (and so have a reasonable trend basis) in order to create a cycle index which can be used to chart progress against Target LTP3. The cycle datasets used and their weighting in the index are:
permanent count sites on six off-road routes in Birmingham and Sandwell (30%) the % of cycles counted in on-road, one-day DfT traffic surveys (around 300 per year - 30%) the % of cycles counted in on-road, one-day Local Authority traffic surveys (around 300 per year - 30%) cycles parked daily at local railway stations with Park & Ride car parks (10%)
The LTP target graph of the index shows that cycling is declining in our Area, but that the rate of decline is diminishing. To turn this decline around and achieve growth in cycling is seen as a significant challenge. Ambitious and realistic ? Given the long-term decline in cycling locally, a 1% increase in cycle activity by 2010/11 is seen as ambitious but achievable. A target seeking more than "no reduction in cycling levels" is more than "satisfactory" in DfT terms. The 1% increase was calculated as realistic when tested using the English Regions Cycling Development Team target setting methodology. Also the PRISM model suggests a 1.5% increase in cycling in the Metropolitan Area between 2001 and 2011, which equates to a 1% increase 2003/4 - 2010/11. Links to other policies / targets / Health policies, sustainable communities, Authority cycling indicators strategies, Rights of Way Improvement Plans. Air Quality. Key actions for local government Capitalise on groups and routes where there is latent demand for cycling, further develop TravelWise and training initiatives, particularly around schools, ensure cycle use is designed into schemes and programmes from the outset, further develop cycle monitoring methodology. Key actions for local partners Schools and work places with Travel Plans to show positive responses to cycling, health sector to become more involved by promoting the health benefits of cycling. Risks to achievement Revenue funding for cycle training needs to be at least maintained, Government need to maintain funding for School and Workplace Travel Advisors to maximise cycling message.
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Management of risk Undertake 'Smarter Choices' promotion, monitor initiatives to identify the most successful approaches.
Performance and trajectory
Figure 10.17 LTP3 Cycling
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Target
Mandatory Indicator Target LTP5: 83% of bus services operating between '1 minute early and 5 minutes late' by 2010/11
Target justification Bus punctuality monitoring is carried out in eleven corridors that cover all seven Authority areas. Over fifty services, run by a variety of operators, are surveyed. This produces over 35,000 individual bus observations every year. The target is based on 90% punctuality by 2012/13 as per the 'stretching' standard contained in DfT Guidance. The trajectory is based on an exponential curve (reflecting expected improved performance) from a forecast position in the 2005/06 baseline year. Some timetable alterations following a reduction in performance during 2004/05 (largely due to early running on two corridors) are expected to put us back up to 62% punctuality in 2005/6. Ambitious and realistic ? This target is felt to be very ambitious, but Bus Showcase and Red Routes are expected to bring about improvements. The 3.6 kilometre pilot A34 Stratford Road Red Route helped to increase bus punctuality by over 7% in that corridor. Joint working with bus operators to widen the roll-out of on-bus GPS and to develop Punctuality Improvement Partnerships should accelerate our performance on monitored routes. Links to other policies / targets / Centro 20-Year Strategy, bus operators' policies, Bus Strategy. indicators Key actions for local government Continue to monitor performance, work with bus operators to bring about operational improvements, implement bus priority measures where appropriate. Key actions for local partners Traffic Commissioner to raise profile of this issue with increased monitoring resources, operators to acknowledge need for improvement and to implement practical changes required, including changes to timetables. Risks to achievement Level of commitment of private bus operators to a public sector target, resource availability, support for bus priority measures. Management of risk Monitor performance, promote benefits to bus operators, respond to identified problems where possible.
Performance and trajectory
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Figure 10.18 LTP5 Bus Punctuality
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Target
Local Indicator Target: increase light rail use from 5.1 million trips per year in 2003/4 to 5.8 million in 2010/11
Target justification DfT Guidance 'encourages' local authorities with a light rail system to include a target for patronage growth in the LTP. This should ideally be in line with the national PSA target of a 12% increase 2000 - 2010. 2000/01 showed the potential patronage of Midland Metro Line 1 with 5.5 million trips, but vandalism causing operational problems has dented user confidence. Metro also operates largely at capacity during peak periods, particularly arriving at or leaving Birmingham in the AM and PM respectively, which means future growth will be focused on off-peak. As Birmingham City Centre and Wednesbury - Brierley Hill Metro Phase 1 extensions are not programmed to open until 2011, trip growth is expected as a steady year-on-year increase as user confidence is restored in the system. A linear trajectory building on the 2001/2 to 2003/4 increase is thought most likely. This was only interrupted by operational problems and a fares increase during 2004/5. The target equates to a increase of 13.7%. Ambitious and realistic ? Metro patronage has remained fairly stable since 2001/2, but we believe a number of factors will increase ridership up until 2011. Bilston Urban Village, immediately by a possible new Metro stop, and the development of West Bromwich as a shopping centre will generate new trips, as will trips generated by new development in Birmingham and Wolverhampton city centres. Thirteen British Transport Police are now patrolling the system which will enhance personal security, especially during the evenings. New security measures have also been put in place to help curtail vandalism and service disruption and some Park & Ride sites are due for expansion. As a result of all these factors, we believe Metro ridership can increase steadily during the LTP2 period. Links to other policies / targets / Centro 20-Year Strategy, links to Accessibility Strategy, indicators Congestion Strategy, Air Quality Strategy, etc. Key actions for local government Implement proposed enhancement and expansion of Park & Ride, continue to market services, ensure new developments near Metro have direct links to stations. Key actions for local partners Travel Midland Metro to ensure continued smooth operation of network and restrict fare increases. Risks to achievement Disruption from vandalism on the route discourages use, capacity problems at peak times, extra development in corridor not being realised during plan period Management of risk Increase policing and targeting of persistent vandals, monitor performance and reliability and respond to problems.
Performance and trajectory
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Figure 10.19 Local Light Rail Use
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Target
Local Indicator Target: no more than a 7% increase in the total cost of delay on the main road network (excluding buses) between 2004 and 2010
Target justification This local indicator target focuses on one of the three principal elements of the LTP Strategy - to make the best use of the existing transport network. The local road network is our biggest transport infrastructure asset, and managing its use effectively in line with the Congestion Strategy is crucial to the achievement of a number of LTP targets. Our biennial 1500-point traffic monitoring programme and the PRISM model allows us to monitor speeds, delays and congestion on 1,213km of roads carrying over 10,000 vehicles per day throughout the West Midlands Metropolitan Area (the 'main road' network). The 2004 baseline cost of total network delay has been calculated at £2.049 billion using the perceived cost value as defined in TAG3.5.6 Values of Time and Operating Costs (December 2004) using 2002 costs as the base. The target of no more than a 7% increase in delay cost is consistent with target LTP2 - no more than a 7% increase in road traffic mileage between 2004 and 2010. Ambitious and realistic ? Target LTP2 is regarded as achievable but challenging. This target is actually more stretching than it first appears as the cost of delay increases more than proportionately with an increase in mileage travelled. Monitoring the main road network gives us a much clearer picture of how overall conditions are changing, and also allows us to account for benefits gained by small-scale, Integrated Block-funded schemes away from the Congestion Monitoring network. Links to other policies / targets / Congestion, Air Quality and Accessibility Strategies, health indicators policies, sustainable communities, Centro 20-Year Strategy. Key actions for local government Implement Red Route networks, continue with Park & Ride expansion, continue to develop TravelWise initiatives, promote use of most efficient modes of transport, press for early funding of the UTC major scheme. Key actions for local partners More local organisations to implement TravelWise initiatives and so increase rate of modal shift. Risks to achievement Resource constraints prevent key actions being implemented, delays caused by increasing numbers of signals and pedestrian crossings on the main road network offset improvements from other measures. Management of risk Monitor and promote benefits of programmes.
Performance and trajectory
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Figure 10.20 Local Target Cost of Road Delays
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Target
Local Indicator Target: improve actual and perceived personal safety while travelling on public transport by 10% between 2005/6 and 2010/11
Target justification Personal security is a major issue highlighted in all seven local Community Plans or Strategies, and Centro's 20-Year Strategy standards 'have been designed to overcome real and perceived personal security issues' while using public transport. While improving personal security we will also enhance the quality of public transport - one of our three principal LTP Strategy elements. Our target is to achieve 10% improvements in both actual and perceived security. Actual security is measured by the number of street crime offences that occur:
at or within 10 metres of a bus stop on a bus in a bus station
as reported to West Midlands Police. Unfortunately similar information for rail or Metro is not available. Perceived security is monitored by responses to quarterly Centro Customer Satisfaction Survey questions, recording the % of travellers satisfied with the feeling of security while on or waiting for a bus, train or Metro. Ambitious and realistic ? We feel that a 10% improvement in both actual and perceived personal security is ambitious. Reported bus-related street crime per million trips fell by 32% 2001/02 - 2004/05, but there was a conflicting 4.4% increase in the number of people not satisfied with the feeling of security across all public transport modes between 2003/04 and 2004/05 (5.3% for bus users). Clearly there is a gap between perception and reality, but extra police presence on buses, funded by Centro in 2005/06, is expected to have a major positive impact on this. Equally thirteen British Transport Police to patrol the Metro system will help improve actual and perceived security there, particularly at some stops which are viewed as vulnerable. Consultation with local Crime and Disorder Reduction Partnerships has agreed a 10% improvement to be realistic and in line with local aspirations. Links to other policies / targets / LTP Accessibility Strategy, District Crime and Disorder indicators Reduction strategies, community safety audits. Key actions for local government Continued liaison with, and funding of, police and British Transport Police officers patrolling buses and Metro, continuing installation of CCTV systems in appropriate locations. Key actions for local partners Continued commitment from police, British Transport Police and transport operators to eradicate crime and disorder on public transport. Risks to achievement Insufficient non-LTP and revenue funding available.
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Management of risk Monitor and promote benefits of programmes.
Performance and trajectory
Figure 10.21 Local Target Actual and Perceived Security on Public Transport
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Target
Local Indicator Target: support economic regeneration by maintaining inter-peak accessibility to the 9 LTP centres as a whole between 2004/5 and 2010/11
Target justification This local target focuses on the LTP objective to 'ensure that the transport system underpins the economic revitalisation of the West Midlands Metropolitan Area'. The main way in which transport can support economic regeneration is to ensure that people and goods can move efficiently between origins and destinations. There are literally millions of different trips that are made in this complex Metropolitan Area every day, so we need to focus on the daily time periods and locations that are most important for the local economy, i.e. the inter-peak period when most shoppers and visiting commercial people arrive to do business and the nine LTP centres which are the main commercial hubs. We will monitor accessibility for this target in terms of the number of residents within 15 minutes car travel and 30 minutes by public transport of one of the LTP centres. The public transport isochrone approximately equates to the boundary of the former West Midlands County, although the 15 minute car isochrone does stretch into Warwickshire and Staffordshire. The 2004/05 baseline population figure is 1,842,309. Ambitious and realistic ? Although WMRSS policies encourage residential development, and so increased population, within the urban area, the 2001 Census provides the population basis for this target. When monitoring our performance we will therefore be unable to capture expected inward migration. We expect the bulk of our road traffic increase (which we aim to restrain to 7% by 2011) to occur during the inter-peak period as the peak periods are largely at capacity. This will slow car journey times, slightly contract the car isochrone and so reduce the number of people within it. However, we expect this to be partly offset by the Red Route and Bus Showcase programmes pushing car and bus isochrones out along key corridors. Achieving a net effect of zero population change within the two isochrones requires us meeting the challenge of implementing all our committed Red Route and Bus Showcase programmes on time. Links to other policies / targets / LTP Accessibility Strategy, West Midlands Regional Spatial indicators Strategy (development in centres), Regional Economic Strategy, PPG13, Bus strategy. Key actions for local government Implement Bus Showcase, bus priority measures and Red Routes, continue to manage public car parking supply to attract shoppers but deter car commuters, support rail enhancements. Key actions for local partners Public transport operators to enhance current levels of service to the nine LTP centres.
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Risks to achievement Unforeseen public opposition prevents the implementation of Bus Showcase or Red Route schemes, insufficient national rail resources. Management of risk Monitor and promote benefits of programmes.
Performance and trajectory
Figure 10.22 Local Target - Maintain Inter-Peak Accessibility to Centres
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Figure 10.23 30 Minute PTAMS Public Transport Isochrone and 15 Minute CJAMS Drive Time Isochrone
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10.4.3 ...blank page
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Target
Local Indicator Target: increase the proportion of the West Midlands industrial areas that are accessible to 44 tonne lorries within five minutes of the nearest motorway junction (daytime inter-peak) by 2% between 2004 and 2010
Target justification We are working with the local business community and the West Midlands Freight Quality Partnership to improve conditions for freight movement within the Metropolitan Area. This local target has arisen from issues being raised in the developing Regional Freight Strategy and echoed in the LTP Freight Strategy (Appendix 11). While a number of goods movement issues are very localised, such as parking restrictions and delivery hours, the main strategic road issue is to keep the Primary Route Network (PRN) as free-flowing as possible. Our target concentrates on where we can improve access times between industrial estates, which are obviously important focal points for lorries, and the motorway via the PRN. Ambitious and realistic ? Isochrone modelling has shown that in 2004 there were 169 industrial estates in the Metropolitan Area within five minutes of a motorway junction. This is 43.5% of the total of 388. Through the Red Route network, highway improvements via 'quick wins', demonstration projects for shared HGV use of bus lanes and, where programmed, bridge strengthening to accommodate 44 tonne vehicles we believe that a further eight industrial estates (a 2% increase bringing the total to 177) can be brought within the five minute isochrone by 2010. We feel this is challenging given the normal rate of infrastructure change and the rate of traffic growth close to motorways, but realistic as these are programmed network enhancements. Links to other policies / targets / Regional Freight Strategy, West Midlands Lorry Guide. indicators Key actions for local government On key routes between industrial estates and motorways ensure that, as far as possible, congestion is minimised, speed limits are maintained, signage is appropriate and all bridges owned by highway authorities are free of weight restrictions (priorities for new Traffic Managers). Key actions for local partners Ensure that bridges owned by rail and waterway authorities on key routes between industrial areas and motorways are, as far as possible, free of weight restrictions. Risks to achievement Abnormal traffic growth around motorway junctions. Lack of funding to ensure bridges remain open, or re-open, to 44 tonne lorries. Rail and waterway authorities fail to prioritise this work. Public objections mean network efficiency improvements are not delivered. Management of risk Liaise with local partners and Government to coordinate programmes.
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Performance and trajectory
Figure 10.24 5 min Isochrone
Figure 10.25 Local LTP Target - HGV Motorway Access
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Target
Target required by Regional Spatial Strategy: 100% of schools to have travel plans by 2011
Target justification This is an output target defined under Policy T2 of the West Midlands Regional Spatial Strategy that we are required to include in the LTP. Ambitious and realistic ? Hugely ambitious and unlikely to be achieved due to resource constraints, especially considering the uncertain futures of School Travel Plan Advisors after 2008. Our concerns are detailed more fully in section 10.2. Links to other policies / targets / Safer Routes to School programme, TravelWise, LTP Smarter indicators Choices appendix. Key actions for local government Continue working with schools to ensure take up of travel plans. Key actions for local partners Government to confirm long-term revenue funding to ensure continued employment of School Travel Plan Advisors, currently unsigned schools to act on incentives. Risks to achievement Funding is withdrawn, incentives for schools to participate are also withdrawn. Management of risk Establish closer working relationships now with schools currently without travel plans, lobbying of Government to continue funding of advisors. Performance and trajectory Standards for School Travel Plans need to be defined before a baseline position can be determined. The type of schools to which the target applies also needs definition (all schools, or would it not apply to middle schools, private schools, sixth form colleges etc ?). Without a baseline we cannot determine a trajectory.
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Target
Target required by Regional Spatial Strategy: 30% of all employees to work in organisations committed to work place travel plans by 2011
Target justification This is an output target defined under Policy T2 of the West Midlands Regional Spatial Strategy that we are required to include in the LTP. We assume there is no minimum size of organisation to which the target applies. Ambitious and realistic ? Currently 24% of employees are in organisations with travel plans, but most big employers have now signed up. The work involved in signing up smaller organisations is the same, but produces less reward in terms of progress against the target, and still stretches revenue budgets. The 2003 LTP contained a target to achieve 50% coverage by 2011, which was proving to be too ambitious. In reality an increase of 1% per year is realistic and this will equate to around a total of 30% of employees covered by 2011. Links to other policies / targets / TravelWise and Local Agenda 21 indicators Key actions for local government Ensure revenue budgets can continue to put resources into Company TravelWise. Key actions for local partners Chambers of Commerce to ensure continued support, signatories to ensure plans are implemented to achieve real benefits in terms of outcomes. Risks to achievement Resources available to ensure enough new smaller organisations are signed up. Management of risk Closer working with currently committed organisations to enable real benefits to be extolled to potential members.
Performance and trajectory
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Figure 10.26 Local Work Place Travel Plans
210 LTP 2006 Annexe A Accessibility Strategy Statement
i Accessibility Strategy Statement
Annexe A Accessibility Strategy Statement
Contents
Executive Summary
1. Vision Statement
2. Background to Accessibility Planning
3. Context within the West Midlands
Community Strategies PTA / Centro 20-Year Public Transport Strategy West Midlands Bus Strategy West Midlands Cycling Strategy West Midlands Walking Strategy West Midlands Powered 2-Wheeler (P2W) Strategy Regional Strategies West Midlands Congestion Strategy National Policies and Strategies
4. Factors Affecting Accessibility
Barriers to Travel Geo-demographic Changes Time of Day Planning Policy 24-hour Society
5. Key Groups who will benefit from Accessibility Planning
6. The Relative Priority of Accessibility within the LTP
7. High Level Accessibility Objectives
8. Strategic Accessibility Assessment
Market Research Initial Accessibility Indicators and Mapping Consultation Local Strategic Partnerships Intra-Council working Cross-Boundary issues People with Mental Health issues High Level Accessibility Objective: improve access to employment High Level Accessibility Objective: improve access to health facilities, including fresh food High Level Accessibility Objective: improve access to education
9. Local Accessibility Assessments and Projects
East Birmingham and North Solihull Other Projects in Birmingham Projects in Walsall Work in Coventry Work in Sandwell
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Work in Dudley Work in Wolverhampton Accessibility and Public Transport TravelWise and Travel Plans Demand Responsive Transport The 'Meriden Gap' Land Use Planning
10. The Way Forward
Appendix 1: Accessibility Statements in local Community Strategies
Appendix 2: PTA / Centro 20-Year Strategy standards applicable to Accessibility Planning
Appendix 3: Initial List of potential Accessibility Indicators
Appendix 4: Active Partners and Letters of Support
LTP 2006 iii Accessibility Strategy Statement
Executive Summary
A.1 Accessibility Planning tackles the problems of disadvantaged groups and areas and promotes social inclusion. It concentrates on access to opportunities that are likely to have most impact on life chances: employment, education, health care and fresh food shops.
A.2 These opportunities are seen as important in the Community Plans or Strategies for all seven Metropolitan Authorities, so the Accessibility Strategy, set out in the Annexe, addresses them as high-level objectives.
A.3 Our Accessibility Strategy is based on a three-level approach:
strategic-level analytical evidence produced by the Accession software discussions with Local Strategic Partnerships, Primary Care Trusts, Local Education Authorities and providers of transport for people who cannot use conventional public transport building on work in disadvantaged areas such as Regeneration Zones
Current Position
A.4 Strategic Travel Time mapping shows that there is generally good accessibility in most places at most times for the 33.7% (2001) of households without a car, due to the extensive bus network. Two strategic 'accessibility gaps' have been identified and we have set the following targets to focus on these:
Increase the number of people attending job interviews per year via access initiatives from 1150 in 2005 to 2300 by 2011; Increase the population within 30 minutes inter-peak travel time of a major NHS hospital by "accessible" public transport from the 2005 baseline of 580,000 by 50% by 2011.
A.5 Work in respect of the first target will focus on joint working with Job Centre Plus to develop our 'Workwise' scheme. For the second target, we will focus our bus improvement programme, in partnership with operators in problem areas.
A.6 The consultation and partnership working has identified other barriers to accessibility that are possibly more important than travel time, including:
Cost Personal Security Lack of easy-to-understand travel information Reliability of services
A.7 The groups most affected include:
People with learning difficulties People with mobility problems Senior Citizens People without English as their first language
A.8 Our approach is to work in partnership to help overcome these broader problems as part of a coordinated response to accessibility problems. This will include discussions with key groups as identified above as well as using detailed analytical work undertaken in key areas. Potential solutions will be developed as action plans to ensure a corporate approach to resolving problems. It is anticipated that the measures set out in the Bus Strategy for tackling personal security, understandable information and service reliability will be targeted to locations identified as having particular accessibility problems.
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Figure A.1 West Midlands Accessibility Process & Strategy
LTP 2006 v Accessibility Strategy Statement
The Strategy
1. Vision Statement
A.9 The West Midlands Metropolitan Authorities aim to embed accessibility considerations within all the decisions we take and to raise awareness of accessibility issues with all other key service providers so that they also consider the impacts on accessibility when developing their policies, strategies and initiatives. Our vision is of a Metropolitan Area with improved access for everyone to jobs and key services.
2. Background to Accessibility Planning
A.10 The concept of accessibility planning was conceived by the Social Exclusion Unit report 'Making the Connections' The report set out the relationship between transport, accessibility and social exclusion and presented a cross-Government strategy for improving access to jobs and key services. For key services to be accessible people must be able to get to them in reasonable time, at reasonable cost and with reasonable ease.
A.11 Accessibility planning focuses on promoting social inclusion by tackling the accessibility problems experienced by those in disadvantaged groups and areas. It concentrates on access to those opportunities that are likely to have the most impact on life chances: employment, education, health care and fresh food shops. The premise of accessibility planning is that policy development and service delivery can better meet the accessibility needs of local communities by being more evidence-based and by being implemented through coordinated action across a variety of agencies. The West Midlands Metropolitan Authorities have welcomed the new guidance on accessibility planning as it gives us both an opportunity and an agreed framework for far greater levels of partnership working, thereby enabling a deeper analysis of problems and ways to address them.
3. Context within the West Midlands
Community Strategies
A.12 The over-arching policies that cover all aspects of work undertaken by the seven Metropolitan Authorities are contained in their individual Community Strategies or Plans. These documents contain numerous statements about priorities for access to services (see Appendix 1). From these statements it is clear that access to all four of the key services (health, jobs, learning and fresh food), plus access to leisure opportunities, are important issues throughout the Metropolitan Area.
PTA / Centro 20-Year Public Transport Strategy
A.13 This outlines the current situation in public transport, what needs to be done and sets out how the PTA and Centro hope to deliver better transport for all, with a long-term perspective on improving the public transport system. The strategy therefore incorporates schemes and plans to improve accessibility within the West Midlands. The strategy defines:
Quality standards for local services essential to public transport A strategic network offering quality and high frequency for bus, rail, Metro and other rapid transit services on main routes A set of target standards for the network to be achieved over the 20-year period (Appendix 2 lists some of the targets relevant to accessibility planning) A business planning process based on customer requirements with thorough market appraisal / monitoring and review systems in place
West Midlands Bus Strategy
A.14 As the most socially inclusive mode of transport many of the policies detailed in the Bus Strategy are focused on improving accessibility. The overarching objectives for local bus provision include enabling people without access to a car to easily reach a wide range of health facilities, education, training,
vi LTP 2006 Accessibility Strategy Statement
employment, shopping, service, leisure and entertainment opportunities. Furthermore the Bus Strategy seeks to:
Improve the image, quality and attractiveness of bus services in the West Midlands; to significantly assist people without access to a car; to significantly improve access to jobs, centres and local facilities; and improve the quality of life for socially excluded people Unlock barriers to travel for people with mobility difficulties through a more accessible bus network with a large and increasing number of low-floor vehicles.
A.15 Key actions for the LTP2 period contained in the Bus Strategy include:
Policy 1 Network Operation
a. Working with partners to breakdown barriers to transport access b. Continue to subsidise socially necessary bus services
Policy 2 Local Area and Estates Services
a. Undertake accessibility planning (in relation to these services) b. Ensure replacement of withdrawn commercial local services where required to meet accessibility targets c. Enhance the existing local services network where demand exists d. Increase number of low pollution, easy access buses
Policy 3 Rural Bus Services
a. Replace withdrawn services in rural area on a subsidised basis subject to meeting PTA targets b. Investigate potential for expansion of 'Taxibus'
Policy 4 Demand Responsive Bus Services
a. Maintain current funding for the Ring & Ride service b. Produce and start to implement a Demand Responsive Transport Strategy
Policy 5 School Transport and Education Needs
a. Develop school travel initiatives & school travel plans
Policy 6 Cross-Boundary Issues
a. Discussions with adjacent authorities to identify cross boundary corridors to be improved
Policy 8: Community Safety And Safer Travel, Policy 9: Information and Policy 12: Customer Care
a. Numerous actions to improve actual and perceived safety, to ensure that current and potential users have ready access to bus information that is accurate and easy to understand, and ensure there are helpful drivers and staff on buses, at travel centres and in bus stations.
A.16 These are all key actions in helping to remove or reduce many of the wide range of barriers to access, and so are completely in line with the objectives of this West Midlands Accessibility Strategy.
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West Midlands Cycling Strategy
A.17 A bicycle is a relatively inexpensive form of personal, door-to-door transport. In terms of purchase and maintenance it is therefore socially inclusive, and cycling is well suited to short journeys to local services. However a bicycle does require some degree of physical fitness to ride, and a perceived lack of safety when cycling on-road can also prevent people socially excluded by a lack of confidence from participating. The West Midlands Cycle Strategy looks to develop on and off-road cycle links to create a safer cycling network across the Metropolitan Area, and seeks ways to provide more cycle training for children and adults. These measures can be expected to increase the accessibility of key facilities by bicycle to some degree.
West Midlands Walking Strategy
A.18 Walking is the most widely available, socially inclusive, affordable and flexible mode of independent travel. The West Midlands Walking Strategy looks to achieve:
New and better maintained pavements, road crossings and street lighting The replacement of pedestrian subways with surface level crossings Promotion of the health and environmental benefits of walking, particularly through the TravelWise campaign and the Safer Routes to School initiative Better access to the public transport network for pedestrians and people with mobility difficulties
A.19 Distance walked per person is currently declining as people use other modes to travel further to work, school etc, but the scope and potential benefits for increasing accessibility by more walking are great. The Authorities’ Rights of Way Improvement Plans, with their potential to improve connections to local facilities, such as shops, workplaces, schools and public transport facilities, can play a big part in this.
West Midlands Powered 2-Wheeler (P2W) Strategy
A.20 As a more affordable mode of transport than a car, P2Ws can widen travel choice and increase accessibility, particularly for journeys to work and education and, perhaps, also to health facilities. However, their vulnerability is an obstacle to use.
Regional Strategies
A.21 In accordance with the West MIdlands Regional Spatial Strategy (RSS) land use planning policies are focused on concentrating new residential development within the existing built-up area, particularly on brownfield sites. New retail, office and service provision is being channelled, as per PPG13, into centres for ease and choice of access by means other than the car. Public transport access to all new developments is critically assessed before planning consent is granted. All these actions are helping to increase the general level of accessibility within the Metropolitan Area by more effectively linking public transport services and centres of activity. However, this is needed to offset expected increases in congestion due to our regeneration aspirations (see Annexe C ‘Congestion Strategy Statement’).
A.22 Economic regeneration is one of the prime policy objectives for the Metropolitan Area. The Regional Economic Strategy (RES), produced by the Regional Development Agency (Advantage West Midlands), has defined four Regeneration Zones and four High Technology Corridors within the Metropolitan Area to which new industrial development and job creators are directed. The Regeneration Zones are also the areas of high unemployment and relatively poor standards of living, so by bringing new jobs into these areas access to employment for the more disadvantaged members of society is improved.
A.23 The linking of the LTP with the RSS and RES is practically demonstrated by schemes to improve access to the LTP centres (recent examples include Masshouse Circus redevelopment in Birmingham and West Bromwich Town Centre Strategy), Regeneration Zones (in particular the proposed East Birmingham / North Solihull Mobility and Access Project) and the Technology Corridors (for example, the Northfield Relief Road in south west Birmingham, which began on site in March 2005).
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West Midlands Congestion Strategy
A.24 The number of trips will increase as a result of our regeneration policies creating more jobs and housing in the Metropolitan Area. The majority of these are expected to be car trips, which will exacerbate congestion and increase journey times. Bus users would also suffer increased delays. The challenge we face is to ensure that measures to improve accessibility can help offset increases in congestion, which means that public transport, walking and cycling must play a bigger role in providing for extra trips in addition to improving transport options for people suffering, or at risk of, social exclusion.
National Policies and Strategies
A.25 Improving accessibility is one of the four key themes of the Transport Shared Priority, along with reducing congestion and improving road safety and air quality. These themes are all linked in that improving accessibility through local actions will help:
Reduce the need to travel so far and encourage modal shift, so limiting road congestion Limiting road traffic can reduce the potential for road accident casualties Limiting and smoothing road traffic flow helps to improve air quality, especially where pollution levels exceed national standards and Air Quality Management Areas are declared
A.26 Furthermore improving accessibility to jobs and services helps meet national and local objectives such as promoting social inclusion, economic regeneration and welfare to work, reducing health inequalities, and improving participation and attendance in education.
A.27 National Healthcare Policies and Strategies to increase patient choice and hospital specialisation are generally increasing the need to travel longer distances. However, there is scope for patients to choose treatment sites and times that have better public transport access if appropriate information is available when making appointments. The LIFT programme in the West Midlands (see High Level Accessibility Objective: improve access to health facilities, including fresh food section) is helping to improve local care in a more efficient way.
A.28 In terms of education, the new White Paper on schools ('Higher Standards, Better Schools for All - More Choice for Parents and Pupils') could result in increased transport requirements. Policies to increase flexibility for 14-19 year olds by giving them the choice of attending more than one school or college during a school day, specialist schools and parental choice have increased the need to travel longer distances, and so impact on accessibility.
A.29 The ODPM’s requirements for more housing are increasing strains on transport infrastructure, although the Sustainable Communities Bill, if enacted, will support protection and enhancement of local facilities.
4. Factors Affecting Accessibility
Barriers to Travel
A.30 There are a number of barriers to travel that are consistently quoted in market research. These will affect perceptions of accessibility and ability to reach key services but are difficult to quantify or evaluate within modelling work, including:
Cost - the main West Midlands bus operator has recently simplified its fare structure, but this has been seen by many passengers as a fare increase Safety - crime levels on public transport are generally low but there is a perception, particularly among the elderly and female passengers, that crime levels are high. This is considered to be a significant problem for shift workers and with the move to a 24-hour society (see above) Anti-social behaviour - related to safety, 29% of respondents to the 2001 West Midlands Transport Surveys felt this discourages travel by public transport Lack of information - for the infrequent traveller information is vital to provide reassurance and encourage public transport use, including stopping locations, timing and fares
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Reliability - 2004 Centro surveys showed 59% of buses in the West Midlands were on time (within 1 minute early and 5 minutes late). This level of reliability reduces passengers’ confidence in the system, particularly for time critical trips, such as work and health appointments Ability to use public transport - disability, travelling with luggage or small children all reduce peoples’ ability to actually access the public transport network, board vehicles and interchange between services. This barrier is being reduced through schemes such as Ring and Ride for disabled and elderly travellers. However measures to reduce barriers on the standard public transport network will benefit all sectors of the community Language - poor English capability is a barrier to using public transport for many people. Language Line, a telephone interpreting service for people who have difficulty communicating in English, is now available at New Street Station to provide assistance with timetables, public transport routes and ticket sales. This service has recently been set up by Centro, allowing access to telephone interpreters in over 150 languages, 24 hours a day, 7 days a week
A.31 These barriers will be considered as part of the local accessibility assessment work and in discussions with partners and stakeholders.
Geo-demographic changes
A.32 The population of the UK is ageing, which creates a number of problems for accessibility planning in the West Midlands. Those people retiring within the next 10 years have higher levels of car ownership and driving licence ownership than previous generations, therefore giving them higher expectations of mobility. However, as we age mobility levels decrease because of disability and changes in perception of safety. Elderly Asian people have been shown to rely quite heavily on family members for access to services in preference to using public transport, which is a particular issue for the West Midlands.
A.33 In addition to physical access problems for an increasing proportion of the population, a local study into the take up of concessionary public transport passes and travel among over 60s, and particularly ethnic minorities, has highlighted issues around:
Awareness of the validity of passes – people are not sure whether they cover the PM peak, trains, Metro or non-TWM buses Awareness of eligibility criteria for trips by Ring & Ride 21% would use the passes more if they were valid before 0930 Key barriers included mobility, anti-social behaviour at stops, time restrictions on tickets and service reliability
A.34 The West Midlands Authorities are committed to working alongside groups such as Help The Aged to ensure the access needs of older people are addressed. The Age Proofing Toolkit provides an invaluable reference document in ensuring these needs are met.
A.35 Changes in affluence affect accessibility. Unemployment levels in the West Midlands have fallen significantly over the last ten years (from 158,952 in 1994 to 64,525 in 2004). Car ownership levels are still lower than the national average (33.7% households with no car in 2001, compared to 26.8% nationally), however car ownership is increasing, with fewer no-car and more 2+car households. Spatially there is a difference in affluence across the West Midlands. Generally city centre and edge of centre areas experience much greater levels of deprivation than the edge of conurbation areas. This also reflects the continuing trend towards decentralisation within the conurbation.
Time of Day
A.36 Accessibility varies by time of day. The West Midlands can be rightly proud of its comprehensive bus network, which is vital to the 33.7% (2001 census) of households without direct access to a car. However parts of this network require subsidy at all times to maintain service levels, although there are significantly fewer subsidised services during weekday daytimes than at other times. The map below shows routes that are subsidised on weekday evenings. This can be seen as an indicator of areas of poor accessibility by public transport as these services are deemed “socially necessary” but the current
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level of demand cannot support viable commercial services. More detail on subsidised services is provided in section 9.
Planning Policy
A.37 In the long-term the effects of Regional Spatial Strategy policies to focus housing and development in existing urban locations will place more people in closer proximity to jobs and key services. However, more local trips are likely to be generated on a transport network that will not increase significantly in size, so increasing congestion, particularly in the current 'shoulders' of the peak periods. It is a challenge for our Accessibility Strategy to help offset some of the accessibility tensions likely to be imposed by increased congestion.
24-hour society
A.38 Recent trends, particularly in Birmingham, have seen a move towards a 24-hour society. Shops are opening for longer hours, with the Bullring shops open until 8pm and 10pm before Christmas. Leisure facilities and restaurants are also opening later into the night. This trend has been exacerbated by the recent changes in the licensing laws, so that many bars and clubs in Birmingham city centre are open until the early morning. However, the public transport network, because of operational constraints and current demand levels, has generally not responded to this change in behaviour.
5. Key Groups who will benefit from Accessibility Planning
A.39 Accessibility planning is a people-focused activity, but for whom are we seeking to improve accessibility? Basically for all, but especially:
People who do not have ready access to a car People with low incomes who therefore have cost issues of access Many people who live in areas of high economic and social deprivation The less mobile (people with physical disabilities, learning difficulties etc) People with issues of personal security (people who live in high crime areas, people who perceive travelling to be ‘dangerous’, maybe particularly the elderly, people who need to travel after dark etc) Lone parents with young children Job seekers who may have restricted access to employment opportunities due to limited travel horizons People who live in areas that are relatively poorly served by public transport, for example some peripheral estates People who do not readily have access to public transport information they can understand, for example people for whom English is not their first or preferred language, or people who do not know how to get information People who require specialist services People with mental health problems e.g. who experience panic or anxiety; or have low levels of confidence in travelling independently
A.40 Some of these issues are difficult to identify, evidence and quantify, particularly as 2001 Census data is now beginning to age, but they are being addressed through partnership working.
6. The Relative Priority of Accessibility within the LTP
A.41 Improving access to key services to reduce social exclusion, particularly for those people who do not have ready access to a car, is a prime objective of the LTP. By reducing the need to travel long distances the 'bigger picture' incorporating the congestion, road safety and air quality shared transport priority themes can also be addressed, and wider still we can reduce levels of greenhouse gases. Due to the potential for improving people’s quality of life, accessibility is regarded as being equally as important as congestion, road safety and air quality in the West Midlands. Evidence of this priority is the inclusion of a number of access-related targets in the LTP (to employment, hospitals, main centres by public
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transport, personal security etc) and the large amount of developing work being carried out across the Metropolitan Area (see section 10).
7. High Level Accessibility Objectives
A.42 The Community Plans or Strategies for the seven Metropolitan Authorities all state that access to jobs, learning and health facilities (inc fresh food) are all issues in their areas (see Appendix 1). Therefore, as none of these issues can be considered unimportant, the high level Accessibility Objectives are:
Improve access to employment Improve access to health facilities, including fresh food Improve access to education
A.43 These objectives are in line with our LTP vision, which, amongst other things, aims to see 'equal opportunities for everyone to gain access to services and facilities'.
8. Strategic Accessibility Assessment
A.44 This Accessibility Strategy has been largely informed by the DfT document 'Guidance on Accessibility Planning in Local Transport Plans', which was published in December 2004. Accessibility is not a new issue in itself, but the process of Accessibility Planning as described in 'Making the Connections' is. The West Midlands Accessibility Working Group was set up in November 2003 containing representatives of all seven Metropolitan Authorities and the PTE (Centro), and has developed to include local consultants and health interests. The Group guides the Accessibility Planning process at a strategic level, while individual districts focus on more local issues.
Market Research
A.45 In the absence of existing information about 'reasonable' travel times and costs, Centro commissioned local surveys during spring 2004 to determine how long people would be willing to travel by public transport and other sustainable modes, and how much they would be willing to pay, to get to the four key services. This was done with 2000 questionnaires covering a representative sample of residents with different characteristics (age, disability, employment status, gender, ethnicity etc) in wards covering the whole range of deprivation levels.
A.46 It was discovered that currently the longest average door-to-door journeys are to hospital (24.58 minutes), college (24.13) and work (23.43). Respondents are also prepared to spend the longest time travelling to these locations, but it varies by main mode, see Table A.1 ‘Time (minutes) prepared to spend travelling to key locations by mode’.
Table A.1 Time (minutes) prepared to spend travelling to key locations by mode
Key Location Train Bus Car
Hospital 29.03 28.50 22.05
College 26.21 25.43 19.38
Work 31.47 30.54 25.08
A.47 On average the majority of respondents were unwilling to make any local journey to a key service that lasted over 35 minutes. Respondents were willing to pay most for rail trips to work (£1.41), hospital (£1.24) and college (£1.10), and by bus to work (£1.19) and hospital (£1.04). However respondents only wanted to pay less than 50p for bus trips to local food shops and chemists.
A.48 In terms of barriers to public transport use 43% of respondents did not travel by public transport as they found the car more convenient, but 13% did not make public transport trips due to concerns about personal safety. This figure rose to 20% in the most affluent quartile. 8% did not use public transport
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after dark and 5% did not make public transport trips due to mobility impairments, rising to 8% in the most deprived quartile. 7% of respondents had turned down employment because of inadequacies in public transport provision, reasons given included:
No direct route Could not get there for the start time Buses didn’t run late enough to fit in with shift time
A.49 This research has been used to identify potential accessibility issues and to define the thresholds used in our local accessibility indicators.
Initial Accessibility Indicators and Mapping
A.50 The seven local authorities and Centro have, through consultation internally and with selected partners, developed a set of local accessibility indicators that reflect local concerns, as outlined in our High Level Accessibility Objectives. The indicators cover access to all four key service areas, in line with the priorities shown in the Community Plans, although they have been constrained by data availability and accuracy. The complete list of indicators is shown in Appendix 3. Where possible (within the limitations of the Accession accessibility planning software) we have carried out strategic level modelling of these indicators. Their value and long-term usefulness has been assessed in consultation with partners.
A.51 Because of the dense public transport network and the large supply of key services Metropolitan Area residents already have relatively short journey times to get to a range of shops, schools, health facilities or job opportunities. This means that the indicators assessed have had to be quite specific to highlight an access problem.
A.52 Accession mapping work has been undertaken as part of the Strategic Accessibility Assessment. An executive summary of the final consultants report will be available on www.westmidlandsltp.gov.uk in 2006. The report emphasises that travel time access to key services in the West Midlands Metropolitan Area is not the size of issue it may be in shire counties. These results have been shared with LSPs and other partners in local meetings across the seven districts. Key outcomes are highlighted under High Level Accessibility Objectives later in this section. This consultation process has influenced policy, for example in highlighting the importance of 'accessible' conventional public transport to enable people with physical disabilities to overcome barriers to access.
A.53 The West Midlands Regional Observatory has conducted a complementary, area-wide lifestyle survey of residents, which included both direct and indirect questions on accessibility. A report of the results was made public on 13 October 2005, and can be found at www.wmro.org.uk.
Consultation
A.54 Table A.2 ‘Type of consultation or partnership working’ briefly summarises the variety of techniques for engaging partners and mainstreaming accessibility that have been used so far in the Metropolitan Area, including the set up of working groups to jointly prioritise and monitor work on accessibility and take forward local objectives.
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Table A.2 Type of consultation or partnership working
Birmingham Centro Coventry Dudley Sandwell Solihull Walsall Wolverhampton
Membership of WM Accessibility yes yes yes yes yes yes yes yes Planning Group
LSP theme group yes n/a yes yes yes (2)
Occasional LSP yes n/a yes yes extended sessions
Intra-Council working group or yes yes yes yes yes theme group
Individual work with yes yes yes yes yes service providers
Consultation at ward committee level or other yes n/a yes sub-LA governance level
Other consultation yes yes yes yes with community
Local Strategic Partnerships
A.55 The seven local authorities and Centro have embarked on direct involvement with Local Strategic Partnerships (LSPs) to try and raise the profile of Accessibility Planning. In Coventry, the main remit of the Coventry Partnership Transport Theme Group is to bring forward the Accessibility Planning agenda. A draft Local Accessibility Plan for Coventry has been jointly produced with Coventry City Council. Its main purpose is to set out an action plan that explores where local accessibility problems exist, put forward a range of potential actions and take forward projects to resolve them.
A.56 In Birmingham, stakeholder discussions were spring-boarded by an extended session of the Birmingham Strategic Partnership (BSP) in November 2004, the BSP secretariat have continued to play a supportive role and a follow-up extended session occurred in October 2005 (see the reports of these sessions on their website www.bhamsp.org.uk). A transport summit on accessibility is planned for 2006.
A.57 Walsall Borough Strategic Partnership has embraced accessibility planning; stating in the Community Plan that 'we will take an active and leading role in accessibility planning, improving connectivity between homes and job opportunities, health and other community facilities'. Accession modelling is being carried out by the Shared Partnership Information Resource (SPIR) team, which assembles and maintains a core indicator set and provides a comprehensive advice and analysis service. The data is provided by all partners – crime from the Police, educational attainment from Education Walsall, a range of health data from the PCT, and will continue to widen as more partners contribute. This will enable all the partners, and especially Walsall MBC to work in synergy with other agencies to consider a wider range of solutions to accessibility problems, including changes to the location and delivery of services and measures against crime around transport, as well as improved mainstream and specialist transport. Further, through the nine Local Neighbourhood Partnerships, local people will conduct 'reality checks' on the outcomes of the modelling work. A subgroup, identified through the Local Area Agreement process, will act as a steering group to ensure that there is a clear process and responsibility for identifying groups or areas with accessibility problems, and to direct the development and delivery of a Local Accessibility Action Plan.
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Intra-Council working
A.58 Discussions on accessibility issues are also occurring between Council departments. As an example, Birmingham City Council has set up a cross-council working group to raise awareness and comment on priorities. In addition a transport consultation process is being rolled out in each of the 11 council districts within Birmingham that highlights accessibility issues within each district. Centro has developed a cross-modal working group to take forward accessibility planning issues throughout the organisation, integrating into planning, transport planning, travel plans and capital programme prioritisation.
A.59 In Walsall, accessibility planning is firmly embedded in the Council’s Customer Access Strategy: making it easier to access local services. By implementing this strategy, Walsall MBC will 'ensure that we deliver services across the borough to meet the needs of all our citizens especially those that could be socially excluded. Where possible we should be investigating ways to go to our community rather than the reverse'. To assist this aim, Accession modelling is being used to identify the best location in each of the nine local neighbourhood partnership areas to set up mini first-stop-shops. Other agencies will share these facilities and modelling will identify the most appropriate services to meet the needs of the local population. Modelling work is also informing location of library facilities, adult services, social care and supported housing.
Cross-Boundary Issues
A.60 The West Midlands LT2P area has administrative boundaries with Staffordshire, Warwickshire and Worcestershire, although the 2001 Census indicates that regular journeys to work cover a larger area, encompassing parts of Shropshire, Derbyshire and Leicestershire. In terms of accessing jobs and services most movement is towards the Metropolitan Area from the surrounding shires. Recent years have seen an increase in the number of commuters, with consequent increases in congestion, as people have moved to live in the shires while retaining jobs in Birmingham, the Black Country etc. The Regional Spatial Strategy is addressing this issue by encourageing new development to locate within existing urban areas where there is a greater choice of travel mode and travel time to work can be reduced.
A.61 Cross-boundary issues have been discussed at consultation events such as the Worcestershire County Council Accessibility Workshops and at Local Strategic Partnership meetings, notably the Coventry Partnership Transport Theme Group. Such issues include:
The impact of the demise of MG Rover at Longbridge on former employees from North Worcestershire The very strong ties between Coventry and Warwickshire (the 2001 Census shows almost 30,000 workers a day commuting into Coventry from the surrounding districts, particularly from adjacent Nuneaton & Bedworth, Warwick / Leamington and Rugby, while the reverse movement is also strong with almost 18,000 people travelling daily from Coventry to Warwickshire) Access to health for patients in Coventry and Rugby where the hospitals specialise to provide different services (18% of Warwickshire outpatients attend Walsgrave Hospital in Coventry) In the north of the Metropolitan Area, South Staffordshire residents regularly use New Cross Hospital in Wolverhampton for treatment The Queen Elizabeth Hospital in Birmingham is a regional centre for some forms of diagnosis and treatment
A.62 Work will continue to develop both partnerships and an analytical base to progress cross-boundary working throughout the LTP2 period. Plans currently include:
The modelling of cross-boundary movements as authorities across the West Midlands region begin to develop working arrangements to share data To establish or develop networks between accessibility planning co-ordinators for each shire county and all its adjoining Metropolitan districts A review of public transport interchanges at edges of conurbation
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A.63 Individual districts will consider these issues and their implications when undertaking local area assessments. The feeling is that there is scope to make a real impact in delivering essential services in a more effective way, and the spirit of cooperation is a good base from which to build.
People with Mental Health Issues
A.64 Contact has been made with some specialist groups, for example the Valuing People Support Team which represents people with learning disabilities. These people can have many barriers which prevent them using mainstream transport. Some issues are similar to those experienced by other disadvantaged and socially excluded groups of people, but physical access is not the main barrier for most people with learning disabilities. Other important factors are:
Travel information that is hard to understand Concerns about personal safety and harassment Lack of understanding from front line staff Inflexible special transport services provided by social services departments Cost of transport Lack of support and training to use transport
A.65 Similar issues may be faced by people who have a disability resulting from mental health problems. The cross-government report on 'Social Exclusion and Mental Health' (2004, ODPM) highlighted barriers to public transport as one of the basic problems affecting people with mental health problems in their ability to access local community facilities. Discussions are planned with local Learning Disability Partnership Boards and Local Implementation Teams (LITS) for adult mental health service delivery about practical ways in which the transport system can be more responsive to the needs of these disadvantaged groups.
High Level Accessibility Objective: improve access to employment
A.66 Access to employment is an important local issue. Locally only Solihull and Dudley boroughs have unemployment rates below the national average of 4.9%. Unemployment is most prevalent in the inner city areas of Birmingham, Coventry, Wolverhampton and Walsall, but these areas also have the densest public transport network and are closest to most work opportunities in the major centres. Physically travelling to jobs is more difficult from the relatively deprived peripheral areas of East Birmingham / North Solihull, south-west Birmingham, north-east Coventry and north Walsall, where public transport is less frequent and goes to fewer destinations. With the recent collapse of MG-Rover, there is obviously a need to maintain or enhance accessibility to the Longbridge area and A38 Central Technology Belt to help secure future employment opportunities, both for West Midlands and Worcestershire residents. The proposed Longbridge Link Road, Frankley Branch rail line and Longbridge Strategic Park & Ride Major Schemes are important catalysts in this respect, and will also help local people find employment elsewhere.
Table A.3 Areas of new RSS focussed employment opportunities
Regeneration Zones Technology Corridors
East Birmingham & North Solihull Birmingham – Great Malvern (A38)
North Black Country & South Staffordshire Wolverhampton – Telford
South Black Country & West Birmingham M42 in Solihull
Coventry & Nuneaton Coventry around Warwick University
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A.67 These cover eight of the nine LTP centres, the exception being Sutton Coldfield. To support the RSS, the LTP2 targets to:
Increase the morning peak proportion of trips by public transport into the 9 LTP centres as a whole from the 2005/6 forecast baseline of 32.73% to 33.8% by 2009/10 Support economic regeneration by maintaining inter-peak accessibility to the 9 LTP centres as a whole between 2004/5 and 2010/11 focuses attention on both economic regeneration and social inclusion issues. Working towards these targets will provide more opportunities for people to reach jobs in the centres, jobs that may currently be beyond reasonable travel time. The strategic assessment work identified that only 22.4% of households can reach a main centre within 15 minutes travel time, although 26.5% of non-car households are within 15 minutes.
A.68 Other work is being carried out to improve access to jobs and link in with existing groups who look at a wider set of issues including skills, aspirations and the travel horizons of individuals. Workwise is one element of this (see below). Access to job and training opportunities was identified as a priority for the East Birmingham / North Solihull Regeneration Zone (see Local Accessibility Assessments and other Projects section). A mapping study in 2003 identified areas where local residents have difficulties in reaching jobs. This was followed up with a more detailed accessibility audit in 2005. Discussions through the Local Strategic Partnership revealed issues around cost, reliability, personal security and information when using public transport. The East Birmingham and North Solihull Mobility and Access Project aims to take forward the work on accessibility in the area.
A.69 In South-West Birmingham, the University Hospital Birmingham NHS Foundation Trust is replacing two hospitals with one enlarged site which will cater for over 10,000 people visiting each day of which around 6,000 are staff. An additional 1,700 staff work at the nearby Birmingham Women’s Hospital. This has been considered an important project for further investigation.
A.70 At the strategic level it was initially felt that public transport access to the many local industrial employers and big organisations like Birmingham International Airport, the NEC and hospitals that operate shift working would prove an 'accessibility gap'. As shift work is traditionally low-paid these workers are more likely to be reliant on public transport to get to early morning starts, and services at this time are infrequent compared with those in the daytime. We found that 94% of people in areas of high unemployment could get to at least one shift work site at 6am within 30 minutes by public transport, however partners feel that there are problems in accessing shift work at key employment sites so these will be investigated in local accessibility assessments.
A.71 Meanwhile the Strategic Accessibility Analysis did highlight a problem for unemployed people in getting to job centres, see Figure A.2 ‘Travel Time by Public Transport to Job Centres / Job Centre Plus (1230-1330)’
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Figure A.2 Travel Time by Public Transport to Job Centres / Job Centre Plus (1230-1330)
A.72 The hatched squares show the 20% densest areas of unemployment, and it is clear that there are deprived areas within each council area where residents find it difficult to even start the job seeking process. 48% of unemployed residents in the Metropolitan Area are unable to reach a job centre within 15 minutes travel time.
A.73 The award-winning WorkWise initiative operates out of job centres in Sparkhill (Birmingham), Chelmsley Wood (Solihull) and a 'Steps to Work' office in Bloxwich (Walsall). WorkWise provides unemployed people with personalised journey information, free public transport tickets to attend interviews and two months of free travel passes if starting work. A similar project operates in Wolverhampton run by Job Centre Plus. Since its launch in May 2003 WorkWise officers have helped over 2600 people get to interviews and over 2200 unemployed people to start work. Over 80% of users say they would not have been able to attend their interview or take up an employment offer without assistance from WorkWise.
A.74 There is a strong local desire to maintain and develop the excellent jobs both WorkWise and the Wolverhampton Job Centre initiative are doing. Access to Job Centres and employment areas in Walsall is also an issue with modelling being used to inform the Walsall Regeneration Company proposals. Given the problem of getting to job centres as identified by the Strategic Accessibility Analysis we have decided to adopt the following LTP2 target for access to employment:
Target
LTP target: Increase the number of people attending job interviews per year via access initiatives from the 2005 baseline of 1150 to 2300 by 2011
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A.75 High Level Accessibility Objective: improve access to health facilities, including fresh food
a) Access to Health facilities
A.76 It is important to ensure good access to the whole spectrum of health facilities. These range from regular and short notice access to local GPs or dentists, to infrequent use of specialist hospitals (including mental health facilities), that could serve the whole population of the West Midlands. Unfortunately existing health plans and policies talk about “access” in terms of how long people must wait for doctors’ appointments or whether they have a choice of what hospital to attend, not whether the facilities can be reached with reasonable ease.
A.77 There are a large number of NHS GPs’ surgeries in the Metropolitan Area ranging from over 220 in Birmingham, the most populous district, to around 20 in Solihull, the least populous district. They are relatively evenly spread throughout the Area, although there is a slightly higher concentration in the Birmingham Inner City where there is also the highest concentration of disadvantaged people as defined by the Index of Deprivation (2004).
A.78 Around 80% of residents live within 15 minutes walk of their nearest GP surgery. This figure increases further if we take 15 minutes by public transport (as confirmed by the market research) as being an acceptable threshold. Physical distance from a surgery is therefore not currently a major issue, but the individual circumstances of some potential patients (degree of illness, disability, the need to find child care, the position of carers etc) may restrict access at particular times. There will also be a growing issue of retiring GPs in coming years, which will have implications for the accessibility of GP services.
A.79 There is also a developing trend for local health facilities to be grouped together in ‘LIFT’ (Local Improvement Finance Trust) centres. Services can be provided to patients more efficiently in one purpose-built, multi-functional location, with longer opening hours and a wider range of services, than in several diverse, possibly unsuitable locations. Patients can find it more difficult to reach these centres in the first place, as one centre often serves a larger catchment area than the facility it has replaced, but LIFT centres are part of a wider strategy to increase the quality and range of services that can be delivered within the community, including peoples’ homes, so fewer, but longer, journeys should need to be made. When considering sites for the new facilities, accessibility by public transport and the scope for shared facilities are major considerations.
A.80 The Metropolitan Area is served by ten general hospitals, with at least one in each district. Although they are mainly located on radial routes, rather than in highly accessible town centres, analysis has shown that the vast majority of local people can get to a hospital by conventional public transport in reasonable time. However, with hospitals tending to specialise in certain types of treatment, patients can receive appointments that require cross-boundary public transport trips at inconvenient times. For Walsall residents, for example, modelling has been used to analyse access to Walsall Manor Hospital and Wolverhampton New Cross Hospital. Longer journeys may result in missed appointments (at an estimated cost of around £100 each to the local health authority), unnecessary expense to the patient and/or additional congestion due to the perceived need to travel by car, not least at the already over-capacity hospital car parks. The provision of better public transport information when booking appointments could help overcome some of these difficulties. Unfortunately WMSNT Ring & Ride operations do not provide transport to hospital appointments because of conflict with patient transport services.
A.81 Consultation on the Strategic Accessibility Analysis report has shown that groups representing disabled people are keen to see the development of low floor or accessible public transport that serves hospitals. Figure A.3 ‘Accessibility to Main Hospitals by Accessible Public Transport (1000-1200)’ shows a 30-minute isochrone around the main hospitals for current trips by low-floor bus, Metro and from / to 'accessible' railway stations:
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Figure A.3 Accessibility to Main Hospitals by Accessible Public Transport (1000-1200)
A.82 There are obvious gaps in access in all districts. In view of the potential for increasing access to hospitals for vulnerable groups, and related issues such as reducing parking demand and pressure on some Demand Responsive Transport operators, we have chosen to adopt the following LTP target:
Target
LTP target: Increase the total population within 30 minutes inter-peak travel time of a main NHS hospital by “accessible” public transport from the 2005 baseline of 580,000 by 50% by 2011
A.83 Access to pharmacies and dentists is also important for good health. Pharmacies can be found adjacent to associated GPs’ surgeries, in the vast majority of local centres or inside large supermarkets. Only their opening hours, particularly on a Sunday, may be a barrier to access. Dental surgeries are almost as numerous as GPs’ surgeries, but many that offer NHS-supported services have no capacity to take on additional patients. Barriers of cost prevent many people from registering with private dentists.
A.84 Consultation on accessibility issues has been going on at a local level. For example in Dudley, services that have been provided over four hospital sites have been centralised into one (Russell’s Hall). Initial discussions with the local Primary Care Trusts (PCTs) have proved fruitful in revealing a willingness to provide additional bus services to improve access to facilities following this change. These issues have pointed to the desirability of a Black Country-wide audit of accessibility to health services to reflect the reality of catchment areas crossing administrative boundaries. Sandwell MBC has taken this idea on board in a study of access to health facilities and local centres in the borough.
A.85 To build better links with the health sector and increase awareness of the Accessibility Planning agenda, Centro and the districts approached the West Midlands Regional Health Partnership (WMRHP).
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With active support from the WMRHP Accessibility Planning is now a key part of the forthcoming WMRHP Action Plan for the West Midlands. The Partnership is currently developing a series of actions to address health / transport issues in the areas of effective transport planning, travel choice and sharing good practice.
b) Access to fresh food
A.86 Trips to local centres for fresh food are usually combined with other trip purposes, for example to pharmacies for regular prescriptions, to a Post Office or bank or to leisure facilities. In line with the preferred travel times that came out of the Centro market research access was evaluated to local, district and main centres:
Target
Local Indicator: % of households within 10 minutes travel time by public transport or walk of local, district or main centres from 0800-2000 on an average weekday
A.87 The centres used are defined in local Unitary Development Plans. Table A.4 ‘% of households within 10 minutes of a local, district or main centre on a weekday by public transport or walking’ highlights some difficulties in getting to a centre in 10 minutes, although this is a 'preferred' and rather idealistic isochrone from the market research.
Table A.4 % of households within 10 minutes of a local, district or main centre on a weekday by public transport or walking
Met. Birmingham Coventry Dudley Sandwell Solihull Walsall Wolverhampton Area
8 – 9am 51.6% 61.9% 58.5% 61.2% 58.9% 71.1% 50.1% 57.1%
1 – 2pm 47.9% 54.9% 53.0% 62.1% 54.4% 71.8% 47.8% 53.8%
7 – 8pm 41.8% 46.4% 45.5% 47.5% 46.0% 60.5% 39.2% 45.4%
A.88 While the table appears to show some level of problem it has not been possible to model all fresh food outlets due to incomplete knowledge and Accession limitations. We are encouraging sustainable trips to local and higher centres by making locational planning decisions in line with WMRSS policy UR3: Enhancing the role of City, Town and District Centres ('develop strategies to maintain and enhance the underpinning role of all urban centres to serve their local communities in terms of retail provision, access to services and cultural / leisure activities'). However, the driving force behind the choice of fresh food as a key service appears to be the 'five fruit and vegetables a day' health agenda to help address the “obesity problem”. There is currently no evidence of a significant strategic-level problem in obtaining fruit and vegetables in the Metropolitan Area, although some local difficulties exist. For example in Walsall the Pheasey and Paddock Local Neighbourhood Partnership has provided funds to continue and extend the ‘Community Bus’ service to transport older citizens to shopping areas. During the LTP2 period it is also intended to investigate the developing issue of 'food deserts', reported in Sandwell and Coventry, in more detail.
High Level Accessibility Objective: improve access to education
A.89 The Metropolitan Area is well-served by nearly 800 primary schools, 243 secondary schools and a widespread public transport network, including specific school bus services, that mean it is reasonably easy for 5-16 year-olds to get to school on time on a typical weekday. In local education policy documents access requirements are quantified in the 1944 Education Act, in which LEAs are required to provide free transport for children living more than the 'statutory walking distance from school' (for under 8s more than
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2 miles from their nearest school, for over 8s more than 3 miles, with some slight local variations). However, due to the number of schools available, this is not a significant concern for most of the Metropolitan Area.
A.90 In reality parental choice and school specialisation, particularly in terms of faith, technology colleges etc, mean that pupils (especially 11-16 year olds) do not always go to their nearest school. Alongside parental fear of crime or accidents, this can encourage being driven to school, rather than walking, cycling or catching public transport to their closest alternative. This contributes significantly to road congestion, which is itself a barrier to access. To give some idea of the potential impact, it is estimated that around 100,000 car trips are taking children to school every weekday in the West Midlands out of approximately 250,000 car trips in total between 8-9am. Policies to increase flexibility for 14-19 year-olds by giving them the choice of attending more than one school or college during a school day has increased transport requirements.
A.91 Access to post-16 education is an issue, especially in terms of getting to specialist A-level and vocational training courses, which may only be held in a limited number of establishments. This is most acutely seen in the 'Meriden Gap' between Solihull and Coventry, as Figure A.4 ‘Accessibility to Further Education for 16-19 year olds’ shows.
Figure A.4 Accessibility to Further Education for 16-19 year olds
A.92 Community Transport (CT) in Wolverhampton is working to improve access to specialist A-level courses through the transport service initiated under the DfE Pathfinder education scheme, and has also established a City wide project enabling access to educational activities for children and young people. CT Sandwell has established a project to improve access to Pupil Referral Units. Both of the latter projects were funded through Urban Bus Challenge, administered by Centro.
A.93 The Birmingham and Solihull Learning and Skills Council considered Basic Skills and English for Speakers of Other Languages (ESOL) courses were both worthy of early examination using Accessibility Planning software, as were the locations of Information, Advice and Guidance centres. In addition many
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other uses could be seen for the software with the result that the organisation have decided to acquire it for use internally. Their analyses will lead directly to “plugging gaps” in service provision.
A.94 The West Midlands Authorities do not yet feel able to define a target for access to education given that the choice issues overwhelm any influence that may be exerted by the transport authorities. This situation will continue to be monitored over the LTP2 period.
9. Local Accessibility Assessments and Projects
A.95 Much work has been carried out locally to gain experience of the Accessibility Planning process and to help close previously identified accessibility gaps. This section contains numerous examples.
East Birmingham and North Solihull
A.96 In Birmingham / Solihull accessibility has been analysed in a large part of the East Birmingham and North Solihull Regeneration Zone. The initial aim was to derive a comprehensive and consistent methodology for accessibility planning based on the five-stage process defined by DfT. Accession generated area-wide isochrones of public transport and walk journey times to hospitals, doctors, schools etc, then co-ordinated initial discussions with local stakeholders took place to get a 'reality check' of the results. This pointed to the need to focus on three local assessments of:
1. The safety, cost and awareness of public transport in the East Birmingham section of the Regeneration Zone 2. Forward planning for access to GPs throughout Birmingham, taking account of closed lists and imminent retirements 3. Access to employment at Birmingham Airport, the National Exhibition Centre and Birmingham Business Park, in particular from North Solihull and areas of Sheldon and Shard End
A.97 The existence of the Regeneration Zone in the area, in addition to the development of a prospectus for growth in housing, represented a significant opportunity to influence land uses. From the work a partnership known as the East Birmingham & North Solihull Mobility and Access Project was set up, with both authorities represented, along with transport partners. The partnership aimed to develop an appropriate transportation scheme through bottom up consultation with the public and key stakeholders to identify the scheme elements.
A.98 The East Birmingham & North Solihull Mobility and Access Project links initiatives to improve accessibility to key services with a holistic approach to improving all elements of bus travel within the scheme area. The overarching objective of the project is to improve accessibility for residents of the scheme target area, particularly those without access to a car, through better transportation provision to reach employment, education, health, fresh food retailing and leisure facilities, thus improving quality of life for scheme area residents. It is anticipated that this project will deliver outcomes towards the end of the LTP2 period.
Other Projects in Birmingham
A.99 Accession is being used in each of the 11 council districts in Birmingham to:
Test access to a standard set of destinations (GPs, hospitals, local centres, Birmingham city centre, primary schools, secondary schools) at specified times Potentially look at specific issues that have been identified as important in that District's Community Plan or through discussions with local representatives
A.100 Other accessibility-related maps showing road accident and crime hotspots, indices of deprivation, key employment locations and levels of car use for work are also being used to give a fuller picture of access issues. This baseline information is then being augmented by consultation with residents to identify both transport and non-transport improvement schemes.
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A.101 The University Hospital Birmingham NHS Foundation Trust is replacing two hospitals with one enlarged site that will cater for over 10,000 people (staff, patients and visitors) a day. They are jointly working with Birmingham City Council to investigate the % of households within 15, 30 and 45 minutes of the new hospital site by public transport (bus only, then bus and rail) and walking. Access at various times is being assessed for the whole of Birmingham and for specific priority areas. To support this work the home addresses of 'missed appointments' have also been plotted. When the baseline work is complete it is intended to test and assess various scenarios in Accession then, based on the results, work with commercial bus operators and DRT providers to improve access.
A.102 The intra-council working group on accessibility planning in Birmingham City Council has been investigating the location of Child Development Centres. Large parts of Quinton, Kingstanding and Oscott wards were found to be well over 30 minutes away by public transport. The intention is that Children Centres and / or schools that are best sited to cater for these areas will be upgraded to provide the additional functionality of Child Development Centres.
Projects in Walsall
A.103 In Walsall a study into whether post-16 students can get to places of learning is still ongoing, with Walsall MBC’s Strategic Intelligence Unit doing Accession modelling. A change in funding for subsidising travel by 16-19 year olds to further education courses has led to concerns over students’ ability to pay for travel and so reduced accessibility to the 19 FE schools and colleges in Walsall. This work has raised the profile of the subject to the extent that Walsall LSP have stated in the revised Community Plan that they will take 'an active and leading role in accessibility planning'. Links have also been made with Birmingham Learning and Skills Council which is now providing data on post-16 students in Walsall, which should help to identify those not in education, employment and training (NEETs). Accessibility planning will play a key role in validating Walsall’s Local Area Agreement.
A.104 A further study in Walsall was commissioned in 2004 to discover the level to which inadequate public transport is preventing the residents of Blakenall and Bloxwich East from taking up employment opportunities within reasonable travelling distance. The Blakenall New Deal for Communities (NDC) area is one of the ten most deprived wards in the West Midlands.
A.105 Public transport accessibility modelling confirmed that the lack of cross-borough services is restricting access to key employment areas. Recommendations include:
The provision of cross-borough bus services that pass through the NDC area and directly access key employment areas to the east and west Introducing a local shuttle / circular service dedicated to serving the NDC area and the main radial routes Improving the quality and quantity of bus service information Promotion of the WorkWise initiative Improving and promoting walking and cycling routes for short journeys to the key bus corridors or local employment sites Improving the public transport environment to help minimise discomfort whilst waiting for services Better integration of services with shift times Encouraging employers to develop Workplace Travel Plans
A.106 The final report has been circulated to the local New Deal Employment Theme Group. Modelling supports anecdotal evidence and a subgroup has been formed to look at the recommendations.
Work in Coventry
A.107 The LSP Transport Theme Group has jointly produced with Coventry City Council a draft Local Accessibility Plan for Coventry. Theme group members include reps from Coventry City Council, Coventry Partnership, Primary Care Trust, Swiftlink, Centro, Jaguar, a Community Advocate, Travel Coventry, Coventry University, Warwick University, Learning & Skills Council, Chamber of Commerce, Coventry & Warwickshire Hospital, Community Empowerment Network and West Midlands Police. Its main purpose
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is to set out an action plan that explores where local accessibility problems exist, put forward a range of potential actions and take forward projects to resolve them. A series of meetings with other LSP theme groups (health, learning, jobs and economy) and other groups (e.g. Older Persons Forum and Physical and Sensory Impairment Partnership) are taking place and will inform the key priority issues. An accessibility planning transport summit in 2006, led by the Transport Theme Group, is planned to bring together all the partners to agree priorities and identify a series of suitable actions to take the plan forward.
Work in Sandwell
A.108 Sandwell MBC is looking at a number of local accessibility issues, particularly in the areas of access to healthcare, employment and education.
A.109 An exciting use of accessibility planning has been in building it in at an early stage to the radical restructuring proposals for healthcare in West Birmingham and Sandwell. Early stage strategic decisions have been made in the full knowledge of how accessible various option sites are to public transport and walking. The close partnership working has enabled key issues to be addressed at the earliest possible stage, allowing accessibility information to be linked into the 2012 Agenda public consultation on options.
A.110 In terms of access to post-16 education statements on Accessibility Planning will be included in the LEA and partners’ joint policy and procedures by May 2006. Another major piece of work involves the Building Schools for the Future initiative. Secondary Education in Sandwell is being radically reviewed and the school transport implications of the various options are being identified and evaluated.
A.111 In 2006/0 it is proposed to review the transport arrangements for children and adults with Learning Difficulties to maximise the use of public transport for trips to school, day centres and community venues. Other proposed work includes:
Using Accession to help determine potential locations for healthcare facilities Developing a Workwise project in Sandwell with Job Centre Plus (which would also satisfy an objective of the Council's regeneration department in connecting more people to jobs) Working with businesses and developers so they know what is expected from them in terms of making developments accessible by all modes Using Accession to develop cross-sector transport solutions to enable Sandwell residents to better access education, social care, leisure and health care facilities and services Working with partners to provide innovative solutions to the passenger transport needs of the community including investigating the feasibility of using flexible, accessible, semi-fixed public transport
Work in Dudley
A.112 As part of an initial pilot study, Dudley MBC has investigated the issue of access to healthcare. This is seen as a particularly important area to focus upon in Dudley since most hospital facilities have recently been centralised into one site. Similarly, the PCTs are embarking on a project to provide ‘Health Improvement Sites’ within the borough and it is essential that the locations of these new facilities are accessible. To date, the accessibility of hospital sites in Dudley have been assessed using Accession and this has been used as the basis for analysing changes in accessibility with the movement of facilities. Work is being carried out in partnership with the Dudley PCT to develop a priority list of potential projects for consideration. Dudley MBC has already been successful in working in partnership with the major bus operator to provide new Bus Showcase routes extending to the hospital thereby improving strategic accessibility.
A.113 Dudley MBC has also set up a pilot scheme in partnership with the local Community Transport project to provide improved access to food stores from the most deprived wards in the borough. It is intended to expand upon these early initiatives and, through the creation of an ‘Accessibility Partnership’ Group, issues arising from the Strategic Assessment can be developed, prioritised and solutions proposed.
Work in Wolverhampton
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A.114 Wolverhampton City Council has already begun to address issues relating to accessibility through the Unmet Accessible Transport Needs study and its support for initiatives such as Citywide and the 'Five a Day' project led by Wolverhampton Hospital Trust and PCT. It has taken the first steps in establishing partnerships with the LSP and other local partners, such as the health and regeneration sectors, in order to develop a local accessibility strategy. In parallel it has established an intra-Council group to develop corporate working between transportation, planning, urban renewal, education and other areas of Council service provision. Early indications are that the following areas require further examination for possible inclusion in the local accessibility strategy:
Access to health services such as the redeveloped New Cross Hospital and LIFT projects Access to new employment areas such as i54 and Bilston Urban Village, in particular from areas suffering from social exclusion Linkages between Accessibility Planning and urban renewal
Accessibility and Public Transport
A.115 Centro provide socially necessary bus services in accordance with standards set by the Passenger Transport Authority where there is evidence that there would otherwise be a gap in provision and this can be addressed by providing a subsidised service at an acceptable cost. Services are provided to ensure that minimum service quality standards are met in terms of maximum walk distance to bus services or minimum service frequency in built up areas. Subsidised services are generally provided in the early morning, late evening and on Sundays and provide an important role in improving accessibility levels, see Figure A.5 ‘Subsidised Evening Bus Routes (after 7pm)’.
Figure A.5 Subsidised Evening Bus Routes (after 7pm)
A.116 Centro has a programme of minor works to improve public transport stops and interchanges, to provide integration between services, a safe environment, passenger information and appropriate levels of facilities accessible to all passengers. To evaluate and prioritise the minor works programme a 3-stage process is followed:
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Coarse sieve of scheme ideas Business case evaluation Prioritisation
A.117 At the coarse sieve stage the broad impact of all schemes on the four shared priorities, including accessibility, are assessed. The prioritisation process also evaluates each schemes impact on accessibility, using the impact on the PTA / Centro’s 20-year strategy standards (see Appendix 2). This 3-stage process has been successfully used to prioritise Centro’s minor works programme for four years.
A.118 In the rail sector, work is ongoing with operators and other partners to improve service quality and the travelling environment of the rail network through improvements to rolling stock, stations, information provision, track and signalling and provision of secure cycle parking and Park & Ride. Centro are also working with rail industry partners to improve accessibility at stations, providing facilities that are accessible to all passengers.
A.119 Work is being carried out on the development and implementation of a Network West Midlands brand, which will improve understanding of the public transport network. This brand will be used on all vehicles, stops, information, ticketing and publications, providing clearer information and a consistent public transport image.
A.120 Centro provide journey-planning information to meet the requirements of all communities in a variety of forms of communication, including at-stop printed and real time information and printed, verbal and technology-based information. The further use of technology in information provision is being investigated, including personal journey planning information through the website and WAP-based real time information.
A.121 Centro’s concessionary travel scheme for elderly, children and disabled people provides travel concessions above the national minimum. Since July 2005 the concession to cover bus, rail, Metro and Ring & Ride has provided free off-peak travel for all those over 60 and eligible disabled people. This was introduced in advance of the Government’s national statutory minimum scheme, which enables free off-peak travel on buses with effect from April 2006. Half fare is also given (where not commercially provided) for 5-18 year olds in full time education. These schemes provide vital access to transport for these groups, thereby dramatically improving their level of social inclusion. Current take up of the over 60s travel pass is estimated at over 90%. Centro also provide a range of easily understood multi-modal and multi-operator tickets, which allow seamless interchange and value for money for passengers, thereby making access to services easier.
A.122 Centro also supports Safer Travel, working with other agencies to develop joint initiatives to improve the whole public transport journey for passengers, including lighting, landscaping, CCTV, education schemes and integration of strategies. This will help reduce perceptions of crime as a barrier to travel, which is particularly important for the elderly and women.
A.123 A range of work is also responding to the findings and recommendations of research to ‘Identify the level and extent of unmet accessible transport need in Wolverhampton’. This includes collaboration with all local providers of accessible transport in the city to better meet existing and latent demand for essential services. The feasibility of setting up a brokering agency to share vehicles, staff and other resources is currently being undertaken. Centro will continue to work with partners through its Social Inclusion Team in order to identify future barriers to employment, health and other key services as specified in the LTP Social Inclusion Strategy appendix.
A.124 Centro has recently started a comprehensive review of the West Midlands bus network. This is being undertaken on an area basis in order to identify future bus service options, including opportunities for improved interchange with other modes and possibly bus feeder services to rail and metro. Accessibility Planning information is one of the key inputs to this review which is expected to be largely complete by Spring 2006. It will then be possible to consider delivery mechanisms for the revised network of services. The technical work being undertaken for this will also develop a single accessibility measure, which can then be used for testing other transport schemes and developments. This measure uses a combination of access to schools, hospitals, GPs, main and local centres and job centres.
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TravelWise and Travel Plans
A.125 Through the TravelWise campaign the West Midlands Authorities work in partnership with employers, schools, further and higher education establishments, developers and other large trip generators to deliver travel plans which will assist modal shift from car. As well as reducing congestion this provides information on the availability of transport alternatives and encourages a change in behaviour. Centro also have key involvement in the WorkWise campaign. See the 'High Level Accessibility Objective: improve access to employment' section for more detail.
A.126 Centro and the districts work with developers through the planning process to develop travel plans for industrial developments and business parks to encourage staff and visitors to travel more sustainably to work or for business. They are looking to extend this to work more closely with residential developments to increase access to sustainable modes of travel (such as buses, walking and cycling). Developments will have reduced car parking on site, so it is essential that help is given to developers and local authorities to promote alternatives to the car. It is hoped that a pilot scheme will be started with Sandwell MBC TravelWise to provide public transport information and timetable updates to householders on a residential development.
A.127 Centro are planning to use Accession and accessibility planning principles to aid the TravelWise programme through:
Providing information to employees on residential areas that are accessible by sustainable modes from their business Providing bespoke public transport maps for schools and companies (particularly useful for hospitals) Identifying gaps in public transport provision to schools and businesses where services do not operate at optimum times or frequencies, and discuss with bus operators
A.128 It is intended to launch Community TravelWise in 2006, which will offer a TravelWise-type service to Community and Faith Organisations. Two community groups have been identified to trial the service, along with community transport options, which will provide significant benefits for members who do not have a car or access to a car. The centres will be using their own volunteers to help with travel planning, with information provided through a web portal.
A.129 The TravelWise service is being extended to leisure facilities, with work currently ongoing with Sandwell Leisure Trust, West Bromwich Albion and Walsall FC to provide site specific information for staff and visitors on accessing leisure facilities using public transport. This is usually available as a leaflet or on the organisation's own website.
Demand Responsive Transport
A.130 Local door-to-door Demand Responsive Transport (DRT) operators, including Community Transport (CT) and Ring & Ride (operated for Centro by West Midlands Special Needs Transport), provide transport on a 'not for profit' basis. They operate at a community level by 'filling the gaps' left by commercial operators, so meeting the needs of those experiencing, or at risk of, social exclusion. They most usually provide transport for youth groups, churches, old people’s groups and other voluntary bodies to enable individual and group needs to be met with travel for shopping, leisure, health, to places of worship, and for other purposes. Users are required to register to use Ring and Ride and must meet eligibility criteria; journeys must be booked in advance. The service provided is generally good but is often oversubscribed leading to difficulties with the telephone / booking facility in particular.
A.131 Unfortunately DRT is generally not proving to be self-sufficient. In order to survive operators are becoming increasingly financially dependant on Centro and the Districts. Main sources of funding include:
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Centro’s Social Inclusion 'Quick Wins' Revenue Fund - this fund has been running since 2003. It is approved through the public transport levy on an annual basis and is a £260,000 revenue budget that funds projects aiming to combat social exclusion Urban & Rural Bus Challenge and Kick Start - these funds come directly from DfT and cover the running costs (capital and revenue) of successful projects during the first three years of operation
Table A.5 Local partnership projects involving Centro, the districts and DRT operators
Project 2005/06 Funding
CT Dudley, ‘Inclusion through Consultation’ Project £22,030
Shencare (for elderly and less able people in SW Birmingham) £21,594
New Hope Partnership ‘Increased Access to Employability’ Project (for refugee £12,523 youth in NW Birmingham)
CT Solihull ‘First Steps for Group Transport For All’ Project £10,000
Yemeni Elderly Association, ‘Health Access’ Project (SE Birmingham) £8,640
Dudley Mind, ‘On the Buses’ Project £3,646
Walsall, Pheasey and Paddock Community Bus service to transport older £3,500 citizens to and from places of interest
Birmingham and Solihull Mental Health Trust, ‘All Aboard’ Project £2,205
A.132 The 'Quick Wins' Revenue Fund also supports WorkWise with around £65,000 annually. All these schemes are operating in recognised deprived areas and dovetail with other regeneration programmes. Some further development projects involve CT Wolverhampton taking local elderly people to church activities to reduce social isolation and a co-ordinated approach for service delivery involving social care, education and health care transport providers in Birmingham.
A.133 The 'Swiftlink' DRT scheme in Coventry, initiated by the Coventry LSP Transport Theme Group and operated by Coventry Community Transport, runs services for people living in deprived areas of the City to get to work. Coventry CT is a member of the LSP Transport Theme Group, which will ensure that the scheme develops in line with the currently draft local accessibility strategy. Discussions are being held with the University Hospital Coventry and Warwickshire on how accessibility planning could benefit them in providing demand responsive transport. This work will continue throughout early 2006.
A.134 Centro and Community Transport are currently looking into the development of a DRT Strategy for the West Midlands as part of the Bus Strategy. This is expected to recognise that CT require capacity building support and that some CT initiatives will require long-term investment programmes since they might never become commercially viable. The Ring and Ride service is also currently the subject of a Best Value review, which will be completed in 2006.
The 'Meriden Gap'
A.135 The West Midlands Metropolitan County is overwhelmingly urban. The built-up areas are served by a comprehensive public transport network, meaning access to key services is relatively good. However this is not true in the 'Meriden Gap', the substantial rural area of Solihull between the West Midlands conurbation and Coventry. This area is characterised by low levels of deprivation and disability, high car ownership, low unemployment and high levels of home working. The majority of work trips within the area are by car, however there is also some use of rail, with a local service to Birmingham and Coventry. The relatively sparse conventional bus network is supplemented by specialist services such as Dial-A-Ride and taxi buses, offering lifts to main centres, and school buses, although access to post-16 education is still a problem. The DRT Strategy is expected to have particular impact in this area.
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Land Use Planning
A.136 An important, developing area of work is tied to the planning programme set out in the Local Development Schemes of the local authorities. It involves performing an accessibility analysis of Local Development Documents and working with planners to enhance access to services for people considered in most need. Key areas include Local Centres Strategies and car parking guidelines. In Birmingham and Walsall it is intended to introduce use of 'Accession' in transport assessment work for large new developments to help determine conditions and the use of Section 106 funding. Centro will also be using Accession outputs in negotiations with developers on Section 106 funding and travel plans.
A.137 All these projects have resulted in the development of new relationships with individual service providers and a raising of the profile of Accessibility Planning. This in turn has enabled partners to see the benefit of the process and allowed priorities to be determined in a new light.
10. The Way Forward
A.138 The Accessibility Planning agenda is developing at a rapid rate. There are almost as many definitions of accessibility as groups who should be engaged in the process. Even while just concentrating on the central theme of reducing social exclusion it has become apparent that we are at the start of a long-term process that will continue to evolve beyond the LTP2 period. In line with our vision statement there is a lot of work to do to embed accessibility planning within the many mainstream local authority practices it is relevant to. There is also more work to highlight its importance to partners and stakeholders so that they too incorporate it when developing policies and schemes. The mainstreaming and partnership work is neither one-off nor limited by the LTP deadline. Ensuring accessibility is embraced by all local authority departments and partners, especially in seeking benefit for the most disadvantaged groups in society, will be a fundamental principle underpinning our work over the next five years.
A.139 The Strategic Accessibility Analysis has highlighted a number of areas of concern that need to be investigated in more depth. This will form another important strand of work for the first two years of LTP2. It is apparent that travel time to key services is not the level of problem in the Metropolitan Area that it is in rural areas. Barriers to travel in terms of fears for personal security, cost, availability of travel information etc are possibly more pertinent. These are issues that will also require more study. A good start has been made in the local projects, which will bring forward key actions in themselves.
A.140 The lateness and particular problems in using Accession in the West Midlands have delayed consultation and action planning in terms of area-wide issues. However local work with partners, especially in Birmingham, Coventry and Walsall, is moving forward more quickly. A number of locally identified priorities are shown in Table A.6 ‘Timetable of LTP Accessibility Planning Work’ These will form the basis of local work in the near future.
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Table A.6 Timetable of LTP Accessibility Planning Work
LEAD ACTIVITY 2006 2007 2008 2009 2010 2011 RESPONSIBILITY
Evidence Gathering
Further investigation of outcomes from CST / Districts Strategic Accessibility Analysis
Non-modelling evidence of CST accessibility problems
Monitoring & review of schemes / CST targets
Develop Partnership Working
Local Strategic Partnerships Districts
New Deal for Communities, Districts Regeneration Zones, SRB etc
Internally within authorities Districts / Centro
Community Transport, Ring & Ride Centro
Primary Care Trusts Districts
Strategic Health Authority Centro / CST
Education Authorities / Learning & Districts Skills Council
Job Centre (Plus) Districts / Centro
Regional Assembly Centro / CST
External interest groups (age, ethnicity, CST learning difficulties etc)
Scheme Development
WorkWise Centro / CST / Job Centre Plus
Resource Audit All as part of partnership working
Local Action Plans
Local action planning in 11 districts Birmingham Access to new University Hospital Birmingham and other employment sites
Develop issues in draft Local Coventry Accessibility Plan, particularly access to health and employment
Further work with PCTs Dudley
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LEAD ACTIVITY 2006 2007 2008 2009 2010 2011 RESPONSIBILITY
Look at access to fresh food via Community Transport
Access to post-16 education Sandwell
Building Schools for the Future
Review the transport arrangements for children and adults with Learning Disabilities
Develop DRT in Meriden Gap Solihull
Access to nine partnership sites Walsall (one-stop shops) Development work with LSC
Development work ongoing through Wolverhampton local Accessibility Group
Other (Pilot) Projects
East Birmingham Mobility & Access Birmingham Project
Access to post-16 education Walsall
Access to Employment in Blakenall Walsall
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Table A.7 Appendix 1. Accessibility Statements in Local Community Strategies
Birmingham Community Strategy – access to:
General Services Aim for a city where people are not disadvantaged by where they live, where everyone receives a high standard of public services Use locality planning to improve access to key services and continuing support for local centres that provide people with access to shops and other services Make getting about in the city easier, with improvements that focus on congestion, making streets safer and more pleasant and improving the quality of public transport Reduce re-offending by improving priority offenders’ access to drug treatment and to opportunities for education, training and employment
Health Make it easier to take exercise and promote healthy eating Improve access to coordinated services across the city for parents and young children Provide up-to-date care close to home for those who suffer ill-health Improve support in local communities for those with long-term illness
Jobs Engage with businesses so they can provide investment and jobs in localities Sustain local centres of employment
Learning Expand the number and quality of childcare places in the city with a focus on improving access to those in greatest need Improve adult skills through the successful community-based learning that has been helping many adults who lack basic skills, and by increasing vocational training and modern apprenticeships for both young people and older adults
Other Services Provide culture up your street through better access to, and opportunities for, cultural, sport and leisure activities outside the city centre, with a particular focus on involving young people Extend the use of schools to provide the base for other public services and to offer support to parents and pupils beyond school hours Improve people’s access to, and enjoyment of, green and open space
Coventry Community Plan – access to:
Health Provide better access to services to maintain and improve safe and healthy living Work in partnership to improve access to drug treatment services
Jobs Improve physical access (transport) and social access (childcare) to jobs
Learning Develop alternative and additional learning activities in priority neighbourhoods and communities
LTP 2006 xxxiii Accessibility Strategy Statement
Dudley Community Plan – access to:
Health Promote fairness of access to health and social care services across the borough
Jobs Enable local people to get local jobs, in particular the disadvantaged to access good quality training and employment Improve childcare provision, information and training to encourage take up of employment
Learning Improve access to learning opportunities for everyone
Other Services Improve mobility for people who find it difficult to travel in the borough
Sandwell Community Plan – access to:
Health Introduce a network of Healthy Living Centres for Sandwell
Jobs Developing a partnership-based “Access to Jobs” Strategy
Learning Establish a network of learning centres across Sandwell through Sandwell Learning
Other services All sections of the community will have access to opportunities and services which are appropriate to their needs
Solihull Community Strategy – access to:
Health Improve access for patients Continue to move services traditionally based in hospitals into the community, making them more convenient for residents to access and reduce inequalities in health
Jobs Enable local people to gain local jobs, in particular assisting those people who experience disadvantage or discrimination Improve access for disabled people to an increased range of employment possibilities
Learning Improve access to learning, creative and cultural opportunities for everyone Set targets to ensure every 3 year old has a nursery place Improve access to computers
Other Services Develop wider surface and air transport choices to improve accessibility to work, education, key services, to minimise congestion and improve accessibility for business, leisure and tourism Provide leisure facilities that are easy to access
xxxiv LTP 2006 Accessibility Strategy Statement
Walsall Community Strategy – access to:
General Indicators to be developed to measure the proportion of Walsall’s population within easy access by public transport or walking of key health facilities, education, employment and fresh food Take an active and leading role in accessibility planning, improving connectivity between homes and job opportunities, health and other community facilities Coordinate transport services to improve connections between neighbourhoods and essential services, and to make better use of resources, e.g. combining community transport services Work with transport agencies in developing sustainable transport provision
Health Improving health and life expectancy, reducing health inequalities, furthering social inclusion by focusing on the accessibility of services
Jobs Target and link job opportunities with our communities and neighbourhoods most in need
Wolverhampton Community Plan – access to:
Health Locate GPs where they are most needed Provide new healthcare facilities, including traditional hospital-based services, closer to people's homes by 2006
Jobs Local peoples’ skills will be broadened to access greater job opportunities
Learning Provide more adults with access to advice, guidance and learning services at local centres
Other Services Better local access to leisure activities and facilities Increase the number of leisure sessions / activities for people with disabilities
LTP 2006 xxxv Accessibility Strategy Statement
Appendix 2. PTA / Centro 20-year strategy standards applicable to Accessibility Planning
1 Network Access
Local Networks - Bus
a. 100% of the Metropolitan built-up area to be within 250 metres of a local network stop with a service between 0700-2000 Monday- Saturday b. 100% of the Metropolitan built-up area to be within 400 metres of a local network stop with a services between 0500-0700 and 2000-2400 Monday-Saturday and 0700-2000 Sunday c. 100% of the Metropolitan rural area settlements of over 2000 inhabitants will be within 400 metres of a local network stop
Local Networks - Accessible Transport
a. 100% of the Metropolitan Area will be accessible by door to door services to destinations within 5 km of the origin and interchanges within the Network West Midlands, for people unable to access conventional public transport
2 Integration
Small interchanges
a. As short a walking distance as possible, up to a maximum distance of 200 metres between all stops / stations at an interchange, subject to physical limitations b. Safe pedestrian crossing of any relevant highways, with crossing facilities where appropriate c. Signage
Medium interchanges (as small plus)
a. Kiss and ride / accessible transport lay by
Large interchanges (as medium plus)
a. Mechanised transport to be investigated between stops / stations at an interchange where distance is greater than 200 metres b. Taxi rank
Accessible Transport
a. 100% of the Metropolitan Area will be covered by door-to-door services between origins and Network West Midlands stops / stations to provide transfer from origins onto high frequency Network West Midlands services which can take the customer beyond the local area served directly by door-to-door services
Network West Midlands and Local Networks - Ticketing
a. Single journey tickets will be available which are valid for more than one service to make any end to end public transport journey, which involves transfer between services of any operator b. Return journey tickets and passes will also be available to transfer between all services of any operator on the Network West Midlands and local networks to meet all customer journey requirements
xxxvi LTP 2006 Accessibility Strategy Statement
c. Simplest understandable fare structure d. Pre-paid tickets / passes will be available at all local shopping centres, district centres, main centres, post offices, through direct debiting and at bus and railway stations
3 Accessible Design
Network West midlands
Unaided access using footways, footpaths and pedestrian crossing facilities to stop for all people All services will fully conform to DiPTAC specifications. All services and infrastructure will fully conform to Disability Discrimination Act regulations
Bus / Midland Metro
a. Unaided access on / off all vehicles and all stops for all people b. Unaided access inside all vehicles from entrance to wheelchair space / seat / standing area for all people c. Unaided access in / out / inside all facilities at all stops for all people
Rail
a. Unaided access to all platforms for all people at stations in the Metropolitan Area subject to physical constraints b. Aided access on / off all services for all people who require it c. Unaided access inside all individual train cars from entrance to wheelchair space / seat / standing area for all people d. Unaided access in / out / inside all facilities at all stations for all people
Accessible Transport
a. Unaided access on / off / inside all vehicles for all people b. Aided access with trained staff assistance on / off / inside all vehicles for all people
4 Affordability
Network West Midlands and Local Networks
a. Through research, identify a target for the number of journeys everyone should be able to make to get access to social, economic and educational activity. Identify and remove, in partnership with other agencies, cost barriers which prevent people making the target number of journeys b. The cost of a person’s public transport journey is not more than the equivalent car journey’s fuel and parking costs, divided per person if travelling in a group c. Discounted travel available to unemployed people based on existing welfare to work arrangements i.e. half price travel for job seekers d. When cash is used boarding a vehicle, change or a public transport coupon giving the equivalent value of the change, will be given
5 Frequency
Bus Showcase, Midland Metro - Monday-Saturday Minimum frequency (starting time from terminus)
a. 0000-0500 Subject to commercial demand
LTP 2006 xxxvii Accessibility Strategy Statement
b. 0500-0700 Every 12 minutes c. 0700-2000 Every 6 minutes d. 2000-2400 Every 12 minutes
Bus Showcase, Midland Metro - Sundays and Bank Holidays Minimum frequency (starting time from terminus)
a. 0000-0500 Subject to commercial demand b. 0500-0700 Subject to commercial demand c. 0700-0900 Every 20 minutes d. 0900-2000 Every 10 minutes e. 2000-2400 Every 20 minutes
Local networks (Bus) - Monday-Saturday Minimum frequency (starting time from terminus)
a. 0000-0500 Subject to commercial demand b. 0500-0700 Every 30 minutes c. 0700-2000 Every 30 minutes d. 2000-2400 Every 30 minute
Local networks (Bus) - Sundays and Bank Holidays Minimum frequency (starting time from terminus)
a. 0000-0500 Subject to commercial demand b. 0500-0700 Subject to commercial demand c. 0700-0900 Every 30 minutes d. 0900-2000 Every 30 minutes e. 2000-2400 Every 30 minute
Accessible transport
a. Through research, identify a target for the number of journeys everyone who is unable to walk to Network West Midlands, or local bus stops, should be able to make by accessible transport to get access to social, economic and educational activity. b. Operating hours 0700-2400
6 Direct Services
Network West Midlands
a. Cross town/cross city routes will be developed where practicable
Local Networks - Bus
a. All residential areas should have a direct service to a district or local centre b. All residential areas should have a direct service onto the Network West Midlands c. Accessible transport d. 100% of the Metropolitan Area will be covered by door-to-door services between origins and destinations within 5 km of each other
xxxviii LTP 2006 Accessibility Strategy Statement
7 Information
Layout / format of information
a. All information will conform to Disability Discrimination Act Regulations b. Printed information in languages other than English for ethnic minorities and tourists will be available from libraries and other appropriate outlets
LTP 2006 xxxix Accessibility Strategy Statement
Appendix 3. Initial List of potential Accessibility Indicators
A.141 These indicators were developed based on the Community Strategies and other priorities from partners and stakeholders. They use information from the market research undertaken by Centro (see Section 8) and have been evaluated using the Accession software.
Local Access to Health indicators:
% of households within 8 and 15 minutes travel time by public transport or walking of a GP surgery or health clinic from 0800-1800 on an average weekday % of registered disabled and pensioners over 65 within 15 and 25 minutes travel time of NHS hospital out-patient facilities, by low floor public transport services from 0830-1830 on an average weekday % households in low income wards that can travel to GPs' surgeries and health clinics by public transport for less than £0.80 fare per person from 0800-1800 on an average weekday % households in low income wards that include children, within 10 and 20 minutes travel time by public transport of an NHS registered dentist from 0830-1730 on an average weekday compared to % all households that include children % households in low income wards within 15 minutes travel time of a local authority leisure centre from 0800-2100 on an average weekday
A.142 Access to GPs affects all sectors of the community, but is particularly difficult for those without access to car. The indicator therefore considers all households and public transport and walking modes.
A.143 Access to hospitals affects all sectors of the community, however disabled and elderly people may need regular outpatient appointments, may have less access to private transport and are more likely to find access difficult than other groups. The indicator considers low floor buses and fully accessible railway stations to consider only those route options accessible to wheelchairs and mobility-impaired passengers.
A.144 The cost of travel to GPs is recognised as a barrier to making / keeping appointments and is likely to affect low-income groups in particular.
A.145 With declining numbers of NHS dentists, access is becoming an increasing problem, particularly for those without access to private transport. Good dental care is particularly important for children and with lower car ownership levels those in low income households will find it difficult to access dentists. The indicator looks to determine whether access is a problem for all children or whether there are regional differences related to income levels.
A.146 Improving health also means improving general physical fitness. The indicator measures access to leisure facilities, particularly for those in low-income households who generally have poorer levels of nutrition and health and will be more reliant on local authority facilities than private gyms.
Local Access to Education indicators:
% of 4-10 year olds within a 2 mile walk (under 8s) and a 3 mile walk (over 8s) from their nearest primary school Public transport accessibility for 11-15 year olds to secondary schools from 0830-1600 on an average weekday Accessibility by public transport and walking to adult education centres, universities and colleges from 1700-2200 on an average weekday % of households within 8 and 15 minutes travel time by public transport or walking from a public library from 0830-1800 on an average weekday and Saturday Public transport accessibility for 16-19 year olds to full time further education course providers between 0830-1600 on an average weekday
A.147 Secondary school pupils are likely to be more independent, but with increasing parental concerns over safety and driving pupils to school, improving access to schools is an important issue.
xl LTP 2006 Accessibility Strategy Statement
A.148 There is a West Midlands wide drive to increase take up of adult education services, the indicator looks at accessibility to evening classes to fit around the working day.
A.149 Improving education levels will be helped by ensuring access to learning materials. The indicator considers access on Saturdays as well as weekdays to take into account those people working during the week.
A.150 Access to further education is a particular problem for the 16-19 age group, who may need to travel some distance to access suitable courses, are independent but have low income levels and low car ownership.
Local Access to Employment Indicators:
% unemployed within 15 and 30 minutes travel time by public transport of shift work employment sites from 1900-0600 on an average weekday compared to the % 16-65 year olds % unemployed within 10 and 15 minutes travel time by public transport or walk of job centres and job centre plus from 0830-1700 on an average weekday % of long term unemployed (unemployed for more than 6 months) within 15 and 25 minutes travel time of training destinations by public transport from 0830-1730 on an average weekday Public transport accessibility for non-car households to employment sites from 0830-1730 on an average weekday compared to all households accessibility Public transport accessibility for registered disabled to employment sites from 0830-1730 on an average weekday compared to all households accessibility % lone parent households within 15 minutes travel time by public transport and less than £0.70 fare per person of childcare facilities from 0700-0900 on an average weekday
A.151 Shift work employment sites, because of their size and tendency towards edge of town or out of town locations, are generally not well served by public transport. When compounded with night shift working, when public transport is particularly poor, this makes access difficult. By improving access for the unemployed one of the barriers to returning to work will be removed.
A.152 When unemployed access to job centres is important to use the services provided, however while unemployed income levels are low, increasing reliance on public transport. For the long term unemployed access to training facilities would increase their skills base and the job opportunities available to them.
A.153 Although a high proportion of employment is located in town centre locations, which are usually well served by public transport, there is an increasing trend to out of town business parks, which are difficult to access without a car. The indicator therefore considers access to all employment sites for those people without access to a car.
A.154 Disabled people may have less access to private transport and therefore greater reliance on public transport, by improving access to employment sites for these groups one of the barriers to employment is removed.
A.155 Access to childcare is vital to attract lone parent families, particularly those with young children, to work. With one parent income levels are likely to be lower than in two parent households and the cost of travel will be important.
Local Access to Fresh Food Indicators:
% of households within 5 and 10 minutes travel time by public transport or walk of local centres from 0800-2000 on an average weekday and Saturday Public transport accessibility for non-car households to main shopping centres from 0900-2000 on an average weekday and Saturday
LTP 2006 xli Accessibility Strategy Statement
% of households in low income wards able to access main shopping centres for less than £0.80 public transport fare from 0900-2000 on an average weekday and Saturday Public transport accessibility for registered disabled and elderly to main shopping centres from 0900-2000 on an average weekday and Saturday compared to all households accessibility
A.156 With the rising dominance supermarkets for food shopping and the decline of the town centre, easy access to local centres for convenience goods and everyday services is becoming increasingly important for all. The indicator therefore considers all households access to local centres.
A.157 Main shopping centres provide a wider range of goods and services than the local centres, it is therefore important that access is equally good for all sectors of the community, however for those without a car this may be more difficult. This will be a particular problem where goods and services are moving towards out of town shopping centre locations. For those on low incomes, where public transport fares are an important issue, access to main shopping centres may be difficult.
A.158 For disabled and elderly people with lower mobility levels access to all facilities will be harder, by accessing main shopping centres they can access a range of goods and services.
xlii LTP 2006 Accessibility Strategy Statement
Appendix 4. Active Partners and Letters of Support
A.159 Attendees at West Midlands Strategic Accessibility Analysis Consultation events included:
Overall Strategic Level Event at Centro
Job Centre Plus East Birmingham / North Solihull Regeneration Zone Advantage WM Mott MacDonald Consultants Government Office for the West Midlands Community Transport Ring & Ride Birmingham International Airport Worcestershire County Council Birmingham City Council Centro Coventry City Council Dudley MBC Walsall MBC Wolverhampton City Council
Local meetings in the following districts
Birmingham
Birmingham & Solihull Learning & Skills Council Mott MacDonald Consultants Community Transport Birmingham Strategic Partnership Board Birmingham Strategic Partnership Secretariat University Hospital Birmingham NHS Trust Yardley District Strategic Partnership Centro Birmingham City Council Housing Strategy Unit Hall Green District Strategic Partnership Birmingham City Council Resources Dept Birmingham City Council Local Services Dept West Midlands Police Eastern Birmingham PCT Birmingham City Council Transportation Dept
Coventry
The Coventry Partnership Transport Theme Group members include:
Coventry City Council Coventry Partnership Coventry Primary Care Trust Swiftlink Centro Jaguar Community Advocates Travel Coventry
LTP 2006 xliii Accessibility Strategy Statement
Coventry University Warwick University Learning & Skills Council Coventry & Warwickshire Chamber of Commerce Coventry & Warwickshire Hospital Community Empowerment Network West Midlands Police
Dudley
Dudley Community Partnership Board members include:
Dudley Muslim Association Dudley Race Equality Council Dudley Federation of Tenants Associations Dudley CVS Dudley MBC West Midlands Police Dudley South PCT Job Centre Plus Black Country Learning and Skills Council Dudley College Black Country Chambers of Commerce Black Country Federation of Small Businesses Dudley LSP Jobs Theme Group Dudley Learning Partnership The Dudley Group of Hospitals NHS Trust Dudley LSP Safe and Sound Partnership Dudley LSP Strategic Housing and Environment Partnership
Sandwell
Sandwell MBC Transportation Planning Sandwell MBC Education Sandwell MBC Employment / Regeneration Sandwell MBC Planning Policy Sandwell MBC Social Inclusion and Health Sandwell MBC Passenger Transport Unit Sandwell Leisure Trust Sandwell MBC Policy Division Sandwell MBC Neighbourhood and Community Services Sandwell MBC Town Teams Sandwell MBC Highways Direct Sandwell MBC Crime & Disorder Sandwell MBC Human Resources Sandwell MBC Planning & Development Sandwell MBC Development Control Urban Living Sandwell Partnership Sandwell MBC Housing Sandwell MBC Licensing New Deal for Communities Sandwell Homes
xliv LTP 2006 Accessibility Strategy Statement
Sandwell Regeneration Company Health / Sandwell Primary Care Trusts Sandwell MBC Joint Policy Unit Voluntary Sector / Agewell Independent Living Centre Access Alliance Centro Job Centre Plus Sandwell People First Sandwell Transport Users’ Group Community Transport Ring & Ride Black Country Chamber Black Country Consortium Groundwork in Walsall Youth Select Committee / Youth Strategy Team
Solihull
Birmingham International Airport Mott MacDonald Solihull MBC Travel West Midlands Centro Ecology, Solihull MBC Arts, Solihull MBC Environment Agency Warwickshire Wildlife Trust Housing Strategy, Solihull MBC Solihull Residents Association Warwickshire Rural Community Council
Walsall
Walsall MBC Policy unit Walsall Police Walsall Borough Strategic Partnership Disability forum Walsall MBC Economic Regeneration Learning & Skills Council Centro Walsall MBC Environmental Regeneration Accord Housing Association Environment Forum Safer Walsall Borough Partnership Health & Social Care Partnership Board Walsall MBC Education Strategic Intelligence Team Mott MacDonald consultants Walsall MBC Youth Service Travel West Midlands New Deal for Communities
LTP 2006 xlv Accessibility Strategy Statement
Walsall MBC Physical Regeneration Walsall MBC Organisation Development
Wolverhampton
Transportation Development Wolverhampton City Council Centro Wolverhampton City PCT ABCD Wolverhampton Strategic Partnership MAPP (Merry Hill & Penn Partnership) Wolverhampton Community Empowerment Network Low Hill South Regeneration Programme Education Services, Wolverhampton City Council Mott MacDonald consultants
Letters of Support
A.160 Letters of support for the strategy and the wider work ongoing in the West Midlands have been received from the following organisations.
Coventry LSP Walsall Friends of the Earth Walsall MBC Built Environment Birmingham Child Development Centre Walsall Borough Strategic Partnership Regional Health Partnership Walsall MBC Social Care and Supported Housing Cllr Martin, Walsall MBC Sandwell PCTs Walsall PCT Walsall MBC Support Neighbourhoods Directorate
A.161 If required copies are available from:
CEPOG Support Team, Centro House, 16 Summer Lane, Birmingham, B19 3SD. Tel: (0121) 214 7332
xlvi LTP 2006 Annexe B Air Quality Strategy Statement
xlvii Air Quality Strategy Statement
Annexe B Air Quality Strategy Statement
Introduction
B.1 Air Quality affects everyone in our Area whether or not they make journeys. It affects those who live and work in locations with poor air quality and it affects road users on routes that are congested and, therefore, subject to increased vehicular emissions and poorer air quality. Poor air quality not only degrades the overall quality of life but, more importantly, it undermines the national Shared Priority of promoting healthier communities and improving health inequalities.
B.2 Traffic is a major source of the gaseous emissions that contribute to poor air quality, especially when specific weather conditions either trap the pollution or sunshine causes pollutants to form smog. The
principal pollutants, with regard to local air quality conditions, are Nitrogen Dioxide (NO2) and particles (PM10). There are other pollutants, particularly Carbon Dioxide, which are significant contributors to global warming.
B.3 The District Councils, with the exception of Solihull (who have not identified a problem), have declared
Air Quality Management Areas (AQMAs) as a result of exceeding Nitrogen Dioxide (NO2) standards, and in the case of Birmingham for particulate matter as well. Our AQMAs are shown in Figure B.1 ‘Air Quality Management Areas’.
B.4 The Plan illustrates the impact that parts of the M6 and M5 motorways have on the area where congestion is a regular occurrence. Indeed there is a strong correlation between congestion and poor air quality throughout our Area. It is also important to note that the whole of Birmingham, Sandwell and Wolverhampton are designated as an AQMA, whilst the Plan illustrates the ‘hotspots’. It is likely that exceedences will also be found in other areas in the future as traffic levels rise in certain places and EU objective levels become more stringent.
B.5 Our air quality target for this LTP2 concentrates on NO2 levels and seeks a 1% decrease in average
NO2 levels between 2004 and 2010 in the areas where NO2 exceeds the national objective. This, therefore, relates to our AQMAs and areas which are yet to be declared as AQMAs.
The National Strategic Highway Network
B.6 The motorways that pass through and into our Area are the responsibility of the Highways Agency (HA). The motorways are part of the national strategic network and are, thus, essential to the needs of people and freight making longer-distance journeys. They are amongst the busiest sections of motorway in the country.
B.7 With regard to air quality issues, the HA’s Midland Motorway Box Route Management Strategy contains a Policy Objective: To reduce the impacts of traffic and transport on the environment including noise, light, air and water pollution (reference EN2). Another Policy Objective is: To work in partnership with road users, transport bodies, local authorities and developers (reference IN1). We will build on our existing very strong working relationship with the HA to work in partnership to tackle air quality issues. For example, we are working closely together to monitor the effects of the Active Traffic Management trials on the M42, between junction 3a (M40) and junction 7 (M6). One aim of these trials is to smooth traffic flows and, thereby, reduce congestion and its adverse effects, including the increased emissions that result from stop-start motoring.
B.8 Our operational partnership with the HA is captured within the framework of Detailed Local Operating Agreements (DLOAs) that have been in place since 2003. The DLOAs are working documents agreed between us and the HA. They are based upon a common framework that provide a process for continual improvement in our operational processes and procedures with the HA and its operating partners. The West Midlands DLOAs provide a framework that captures our joint network management agreements to meet a common aim of reducing the adverse air quality effects of congestion.
xlviii LTP 2006 Air Quality Strategy Statement
The Local Highway Network
B.9 With regard to air quality issues arising from traffic on roads within our control, we have set up a West Midlands Chief Officers Joint Pollution Group Working Party on Air Quality Planning. This brings together Transport Planning Officers and Environmental Health practitioners to ensure that effective transport policies at both the strategic and local levels contribute to successful action. This internal partnership helps us to share experience and gain maximum benefits from our efforts,
B.10 We have a two-pronged approach to improving air quality. Generally, our approach to tackling congestion will have a positive influence on local air quality issues. It is no coincidence that the AQMAs very much reflect congestion ‘hotspots’ found by our ITIS monitoring. Therefore, actions set out in our congestion strategy are extremely relevant.
B.11 Network-wide initiatives, such as our Hearts & Minds work, will help better inform motorists of the cost of car travel in congested areas and may contribute towards more sustainable travel choices. Expanding our Park & Ride facilities will take motorists off the busiest sections of routes into our centres, thereby contributing towards improved air quality in the especially vulnerable inner urban areas through which most radial routes pass.
B.12 The application of our Network Information and Management Systems, described in the Network Management Statement will be an important tool in tackling problems. Also our UTC Major Scheme will influence travel along some of our busiest roads by enhanced traffic management.
B.13 However, many problems need to be tackled in specific locations in line with the Action Plans developed following the declaration of each AQMA. This is the second and more specific approach of our strategy.
Short Term Strategy
B.14 This is based on the actions already programmed, most of which aim to smooth or ease traffic flows, avoid stop-start motoring and, thus, contribute towards improved air quality. Examples include enhanced network management, our ‘Red Routes’ programme. The next phase aims to improve traffic flows along the A34 Stratford Road which features as one of Birmingham’s air quality ‘hotspots’. Later ‘Red Routes’ include one along the A457 Birmingham Road that is part of one of Sandwell’s AQMAs.
B.15 The Brierley Hill Sustainable Access Major Scheme contains a range of proposals that will help reduce pollution in this locality which was Dudley’s first AQMA. It is envisaged that the Action Plan will reflect the proposals contained within the Major Scheme which are predicted to lead to a marked improvement in NO2 levels.
B.16 The Selly Oak Relief Road Major Scheme will take through traffic away from this local centre and, therefore, will not only take vehicular emissions away from where people congregate, but will also lead to less stop-start motoring. Both aspects of this Scheme will contribute to improved air quality in another area identified as one of Birmingham’s ‘hotspots’.
B.17 One of the key outputs from the Walsall Town Centre Transport Package Major Scheme is reduced congestion in this locality, through junction improvements and traffic management changes, with subsequent improvements in local air quality in one of this Council’s AQMAs.
B.18 Ongoing efforts to promote increased use of Metro Line 1 by motorists will be directly beneficial to air quality along the corridor.
B.19 In these and other specific localities, care will be exercised to produce the appropriate priority between road users balanced with the objective of improving air quality. In some locations and/or at certain times, for example along parts of the principal road network during peak periods, priority will need to be given to vehicular traffic in order to cope with demand in line with economic regeneration and reduced congestion objectives. At other locations and/or times, priority will need to be given to pedestrians, for example in and around local centres or educational establishments, in line with accessibility, road safety
LTP 2006 xlix Air Quality Strategy Statement
and quality of life objectives. Getting the appropriate balance will be a key factor and will influence our progress towards better air quality.
B.20 Our short-term strategy is under-pinned by on-going work with the Highways Agency to find measures that might mitigate the immense effects of pollution caused by traffic on the motorway network, particularly the sections of the M6 in Walsall, Sandwell and Birmingham, the section of the M5 in the vicinity of and between junctions 1 and 2 and the A38(M) in Birmingham. This includes maintaining a balance between local traffic accessing the motorway network and through traffic, through access controls at key junctions. Joint operational agreements and agreed network management procedures that support this short term strategy will be developed and implemented within the DLOA framework for operational activities.
Longer Term Strategy
B.21 The extension of the Metro, into and through Birmingham city centre, will provide better journey opportunities because the trams will serve several city centre facilities. Projections show a strong modal shift from car to tram that should ease traffic along specific roads approaching and within the city centre. Less traffic will lead to less congestion, more efficient motoring and reduced emissions. As Metro is non polluting at point of use increased use in the congested urban area by former motorists will be particularly beneficial in helping mitigate local air quality problems.
B.22 Other Metro extensions will similarly contribute towards improving air quality beyond the LTP2 period.
B.23 Our work to investigate innovative solutions to congestion problems, through the TIF initiative, will include assessments of options against the improving air quality theme of the Transport Shared Priority.
The Target
B.24 Understandably, there were initial criticisms that our air quality strategy and target were not ambitious enough. We recognise this and would wish to achieve more but we have to work within the constraints of societal travel demands, combustion technology and available resources, together with changing and variable weather patterns. DfT feedback on the Provisional LTP2 also sought greater partnership working in setting the relevant target.
B.25 In the circumstances, our target of a 1% decrease in average NO2 levels between 2004 and 2010 in the area where NO2 exceeds the national objective, is a challenging target. DEFRA have now accepted the target proposed in Provisional LTP2 following further representations made by the West Midlands Chief Officers Joint Pollution Group Working party on Air Quality. However as we monitor progress, we will review the 1% target to ensure that it remains a realistic challenge. If necessary proposals to alter the target will be submitted to DEFRA.
l LTP 2006 Air Quality Strategy Statement
Figure B.1 Air Quality Management Areas
LTP 2006 li Air Quality Strategy Statement
lii LTP 2006 Annexe C Congestion Strategy Statement
liii Congestion Strategy Statement
Annexe C Congestion Strategy Statement
Introduction
C.1 As the development of the LTP2 has proceeded congestion has been identified as the most important local transport issue. This Annexe sets out our approach to congestion. Traffic jams and delays affect businesses and local communities and threaten the competitiveness of our Area and our quality of life. Vehicle use is increasing, adding to congestion and to air quality challenges. If we fail to address this issue, the future prosperity and much-needed regeneration of our Area will be adversely affected and the City Region growth agenda may be threatened.
C.2 It is forecast that, with current trends, there will be an extra 165 million car trips a year by 2011 but there will not be enough road space to accommodate this. The result will be significantly worsened congestion for longer periods. Climate change and environmental concerns make dealing with congestion all the more imperative. Details are set out in the review of the congestion strategy in 8 ‘The Strategy’.
C.3 Congestion in our Area does not only affect local people and local businesses. We are at the heart of the national road and rail networks and hold the key to an effective national transport system, fit for the 21st century. The Highways Agency (HA) Midlands Motorway Box (MMB) Route Management Strategy highlights a number of problems and issues that effect both the HA and the local authority networks. The MMB network caters for a mixture of commuter and long distance strategic traffic, the M5 and M6 form part of the Trans-European Network, with a peak hour period of around 18 hours. The route has a high regularity of junctions, 13 miles of the route is elevated making it difficult to plan and carry out maintenance and the MMB is sensitive to changes in demand and flow when large scale events are held such as those at the National Exhibition Centre. Whilst the opening of the M6 Toll has provided an alternative for some trips, there are still significant peak hour demands that require management.
C.4 Congestion is not just limited to our roads. We are at the hub of the nation's rail network and both passenger and freight services are affected by the capacity constraints on the system. One of the key issues is the tension between local rail services serving the needs of our Area competing with paths for regional and national services. Birmingham New Street Station is one of the busiest in Europe, dealing with 1,350 trains and over 120,000 passengers per day.
C.5 Government has recognised that nationally congestion is one of the top challenges facing the UK economy. It has set out plans, subject to the development of appropriate technologies and to further dialogue, to introduce a system of national road pricing, although this could not come into force until 2014 at the earliest.
C.6 We can not wait to address congestion, either at local, regional or national levels. The problem will not go away, it will get worse unless action is taken now. We are determined to face up to managing the issue by optimising the use of all forms of transport.
Our Approach to Congestion
C.7 Following our commitment to investigate in detail the role that demand management, including road pricing, could play in the future in our TIF submission we cannot at this time be precise about our long term strategy. Therefore we have adopted a two stage approach - a short term strategy for the remainder of the LTP2 period, using the tools and policy instruments we have to hand, and a long term strategy that will be determined by the outcome of the TIF work.
C.8 For the short term, we have modelled the impact of our approach and are confident we will achieve the targets we have set ourselves in the short term. However we recognise that achieving longer term growth and quality of life aims will require more radical action to accommodate the demand for increased trips growth that increasing affluence will bring.
C.9 The following sections consider each of the main policy tools available and outline both the short term and potential long term role.
liv LTP 2006 Congestion Strategy Statement
Improved Efficiency
C.10 Our Strategy, in both the long and short term will focus on getting the best out of what we have, by improving network efficiency and travel information, by delivering higher quality, more efficient public transport and seeking to manage demand as we believe this offers best value for money.
C.11 Red Routes - We can substantially enhance highway efficiency by introducing more Red Routes. In the short term funding for Phase 1 has enabled a start to be made. Red Routes involve strict controls on stopping, parking and loading. Based on the evidence from London, these should reduce travel times by up to 10%. We anticipate commencing the delivery of Phase 2 in 2008/09, with further phases to continue in the longer term.
C.12 UTC - Our proposals to enhance Urban Traffic Control operations across the Metropolitan Area should also increase network capacity by around 3% in the short term. We will take steps to 'lock in' these capacity increases and use them as part of our overall Strategy. This could include tools such as High Occupancy Vehicle lanes and Bus and Freight Lanes in order to increase highway efficiency.
C.13 Network Management - We are already using our new Network Management powers to secure the expeditious movement of all traffic. We propose to develop a regional traffic management concept that moves forward on three fronts, institutional, operational and infrastructure. The Traffic Management Group has been formed to provide a common approach and resource. Initially our plan will make best use of existing assets and develop the MATTISSE system. As the only common operational ITS platform across the Authorities, this will provide immediate short and medium term benefits. The operational development of MATTISSE is guided by the Traffic Management Group to ensure an effective network management toolkit is created. This will contribute greatly to 'sweating the asset' - squeezing more out of our highway network and thus reducing congestion. In the long term MATTISSE will be a valuable tool to support the demand management measures we pursue.
C.14 Information - Providing high quality travel information before and during journeys is an essential part of our strategy. We are in a strong position through our investment in the 'Help2Travel' (the public face of MATTISSE) system, that delivers scheduled and real time information about all travel modes to the office, home, public kiosks, public screens and to mobile phones. Further funding of £300,000 to continue the development of Network Information and Management Systems in 2006/07 has been agreed. In addition the West Midlands Traveline call centre and the Internet journey planner has been developed for WMTIS using LTP funds and provides public transport timetable information by phone or over the Internet.
C.15 A £4 million project has recently equipped six routes and more than 300 buses with real time information which passengers can access at stops, by phone, in public booths and on the Internet. Over the next two years this will be complemented by the roll out of accurate bus timetables provided (and updated as necessary) at every bus stop in the Metropolitan Area. We also plan to provide real time information at railway stations across our Area in 2006/07. We want 'informed travellers' who can make 'Smarter Choices' about personal travel.
C.16 Demand Management - Demand on the network is already managed in a number of ways and these will continue in the short term. Examples include the pricing policies of the rail and bus operators which make it more attractive to travel off peak, when there is spare capacity. Similarly the pricing policies of local authority car parks seek to support short stay parking for visitors, shoppers and business people who can travel off peak when there is highway capacity available.
C.17 In the longer term with the forecast increase in trips, we will be exploring different and innovative approaches to demand management to ensure we control congestion so that the economic competitiveness and environmental quality of the Area is enhanced. Land use planning proposals will be developed in a complementary manner to ensure that the travel patterns generated by different activities support the sustainable regeneration of the Area and are capable of being accommodated without causing congestion.
LTP 2006 lv Congestion Strategy Statement
C.18 Efficient Vehicles - Promoting the use of vehicles that make the most efficient use of the network will continue in the short and long term. In addition to public transport this also includes powered two wheelers and cycles. For example, Centro is providing improved cycle facilities at bus stations and rail Park & Ride sites to encourage cycling rather than car use. Centro is also taking forward projects to enhance pedestrian routes to and from public transport interchanges, again to encourage walking and reduce car use. Measures to improve vehicle occupancy rates for example through giving priority to vehicles carrying passengers and promoting car sharing will also contribute. In the short term trials to identify effective measures will be undertaken.
C.19 Freight - We have an active Freight Partnership. In respect of road freight, it works with the industry to improve operations and make best use of the network, for example by identifying suitable routes and agreeing town centre delivery arrangements. It also actively supports moving freight by rail where possible and the protection and provision of freight facilities so the use of rail can be maximised. This will continue in the long and short term.
Greater Use of Bus Services
C.20 We will also continue to take action to improve bus quality. In the short term a number of initiatives are underway and will be expanded. One project to improve security for bus passengers is the new Police Safer Travel Unit, set up in partnership with the West Midlands Police and funded by Centro from shelter advertising revenues and Birmingham City Council. Clearly, in addition to CCTV, the presence of Police Officers on public transport and the impact of this on those considering anti-social acts will greatly enhance passengers views on safety and security, a major barrier to public transport use for many potential passengers.
C.21 We will continue to work to improve operational conditions for buses. The Red Routes and UTC proposals will help, alongside more local, detailed proposals. We have invested significant sums in our Bus Showcase programme and continue to do so.
C.22 Our Major Schemes programme contains a number of bus proposals. They will create a step change in the perception of buses and ensure that we can carry more passengers by public transport.
C.23 In the long term we need to explore whether there are new approaches that can be used to drive up quality so that buses can play a greater role in tackling congestion and improving accessibility.
Greater use of Metro Services
C.24 In the short term efforts will focus on increasing patronage on Line 1. This will be through increased marketing and attracting occupiers of new development to the service.
C.25 In the longer term the Phase 1 Midland Metro Extension though Birmingham City Centre, due to open in 2011, will increase Metro's penetration and accessibility to major facilities, thereby increasing its attraction to more people. Additional patronage involving modal shift from car journeys will help ease congestion in the longer term along radial roads into and on roads within Birmingham city centre.
C.26 The Phase 1 Midland Metro Wednesbury - Brierley Hill Extension also due to open in 2011 will provide an attractive public transport service parallel to the A461 corridor across the Black Country. Traffic pressure will ease particularly in Dudley and Brierley Hill and at important junctions along this corridor.
C.27 However, the benefits from these Extensions will only arise at the end of the LTP2 period. The phase 2 additions to the Midland Metro network would make significant contributions to reducing congestion in the post-LTP2 period. These will serve key transport corridors with high levels of movement and support the expansion of Birmingham international Airport.
Greater use of Rail Services
C.28 The local rail network plays an increasingly important role. Passenger numbers have increased substantially. In the short term, we need to make best use of existing capacity and pursue proposals
lvi LTP 2006 Congestion Strategy Statement
such as longer trains and platform lengthening at some stations as advocated in the West Midlands Route Utilisation Strategy.
C.29 In the longer term improvements at Birmingham New Street Station, to increase its capacity to handle passenger numbers safely are planned. This is a Major Scheme and a high regional priority. This would be supported by improvements at Coventry and Wolverhampton Stations and extending the 'Showcase' approach to local rail services. However, this is dependant on Major Scheme funding and the Regional Prioritisation Process.
C.30 Across our Area, we are expanding Park & Ride facilities by the provision of both small local extensions and a small number of large strategic developments. This will increase the ability of rail services to capture parts of journeys that would otherwise be wholly made by car, thereby reducing congestion along key routes into Birmingham city and other major centres.
Increased Walking and Cycling
C.31 In the short term, we will continue to make improvements for pedestrians and cyclists. Substantial sums have been invested in many centres in recent years to transform the pedestrian environment, much of it from non-LTP sources. Town and city centres are now attracting more homes and jobs, which means opportunities to make more trips on foot are increasing. Similarly, we will continue to develop and integrate cycling facilities to provide for both local and longer trips. Improving actual and perceived personal safety and security will also contribute to growth in both walking and cycling.
C.32 Our maintenance programme has been refined in recent years to ensure it supports walking and cycling. In the longer term it is anticipated that the successful regeneration of the major centres to create more pedestrian friendly environments will be rolled out to smaller centres via projects such as the relief road for Blackheath, funded from the Integrated Transport block.
C.33 Our accessibility planning work will identify short term opportunities to reduce journey distances / times and to improve the ability to get to work and other key facilities without using a car, helping to reduce congestion. 'Safer Routes to Schools' is an important element of our programme, devoting considerable resources from the DfT and local authorities to measures that will make it easier and safer for children to travel in ways that reduce the 'school run'. by car. More walking and cycling will also improve child health.
C.34 In the longer term the impact of land use planning policy interventions will also be important.
Major Schemes
C.35 Our aim is to ensure we can cater for the extra trips generated by economic growth and regeneration, without increasing congestion. Based on the evidence of previous investment, we can achieve this challenging aim – providing we are successful in delivering the Major Schemes within our programme.
C.36 Our programme has four main elements:-MSchemes to enhance and increase public transport capacity; Schemes to directly support regeneration; Schemes to tackle particular congestion hot spots; and Schemes to improve network efficiency These Schemes are programmed to commence in the short term, but in many instances benefits would only arise after the LTP2 period.
C.37 We believe halting the rise in congestion is achievable because we have land use planning policies that focus new housing in accessible locations, with new job opportunities close by, and a balanced investment programme in transport infrastructure that is being successfully delivered.
Target
C.38 Our Area is one of ten major urban areas in England working with DfT to develop a robust, consistent process for urban congestion monitoring. Our target is currently provisional and is based on limited, locally available journey time data and PRISM model forecasts. The target is:
LTP 2006 lvii Congestion Strategy Statement
Target
On target routes in the AM peak (0700 - 1000) accommodate an expected increase in travel of 4% with a 4% increase in journey times between 2005 and 2011
C.39 The strategic PRISM model has been used to provide a forecast of increased trips. However, we recognise that for use at this more local level, further calibration, particularly in respect of public transport trips, is needed. A 6% trip increase between 2005-11 is forecast. This has been modified to take account of local initiatives and future plans to a forecast of 4%. With the DfT now considering a three hour peak period, there is some limited capacity available to accommodate extra trips, so initially we are assuming a 4% increase in journey time. It must be stressed that these are initial estimates based on the limited evidence currently available and that it is very likely that they will require modification in the future.
Forging consensus
C.40 Tackling congestion is a controversial topic. Cars are an important part of modern life and many of us rely on cars to get to school, work and to leisure activities. Business has to move vital goods around, both across our Area and through it.
C.41 However most people are agreed that we must act urgently to come up with solutions to the congestion problem. Our research and consultation has shown how important the issue is to our Area. Solutions to the problem of congestion will work only if they are integrated properly with other transport plans and with growth and spatial strategies in the West Midlands.
Transport Innovation Fund (TIF)
C.42 The following is an extract from the TIF bid made by the West Midlands and sets out the reasons for and aims of the successful bid.
1 Background and Summary Review
C.43 The transport infrastructure of the West Midlands needs to support the ongoing successful regeneration of the metropolitan area. The growth and development of the West Midlands and UK economy will be damaged if we do not tackle the growing congestion we face. This will also impact on the wider region – not just the metropolitan area. This means we must manage the demand for travel in a way that supports the increased levels of activity that successful regeneration will bring.
C.44 The 2005 Provisional LTP identifies that there are a range of approaches to demand management and sets out some conditions that would need to be satisfied before any form of road pricing could be considered. These are:
Any schemes must improve and not detract from the region’s competitiveness Appropriate transport alternatives must be significantly funded and coming on stream to provide choice There must be discussions about possible ways of hypothecating of revenues for reinvestment in transport in the WM The innovation and knowledge base of the West Midlands should be fully utilised in taking any initiatives forward
C.45 The Provisional LTP also identifies that any solutions must:
Take account of any national road pricing scheme(s), given the West Midlands proximity to key motorways and its place at the heart of the country’s road network Be responsive to local conditions in the conurbation both in terms of location and time of day
lviii LTP 2006 Congestion Strategy Statement
Be integrated with the overall transport strategy for the conurbation Be consistent with the conurbation's economic growth, regeneration and social inclusion strategies and align with regional transport strategies
(Source: WM LTP 2005)
C.46 Congestion is recognised as a serious problem in the area. In July 2005 local surveys showed that drivers rate congestion as the second most important issue – after crime, but ahead of health, education, housing etc., and a further household survey in 2001 identified that 64% of all travellers identified congestion as the most major transport issue. Work undertaken for the 2005 Provisional LTP has estimated that traffic levels are likely to rise by 15% between 2001 and 2011 and peak hour travel times could increase by 25%-35% within this period. This will clearly have an impact on the economic, environmental and social well being of the area.
C.47 Following the Government's announcements in July it is recognised that the projected funding levels for the LTP Integrated Transport Block grant and the Regional allocation for major schemes fall significantly short of what is required to support the transport need of the area. Hence, the West Midlands District Authorities recognise the need to seek additional capital funds to tackle congestion through the Transport Innovation Fund or through funds that could be generated and/or hypothecated through some form of road pricing.
C.48 The Local Authorities have already identified key transport infrastructure projects, which they believe are required to support the economic regeneration of the conurbation and support the adopted spatial strategy of the region. Such projects include the development of the Metro network, the redevelopment of New Street Station and enhancements to the stations at Wolverhampton and Coventry, improvements in access to Birmingham International Airport including additional motorway capacity.
C.49 Conurbation authorities are keen to take forward a partnership with the Department for Transport to take advantage of the opportunity that TIF provides. As part of the TIF bid, West Midland Authorities are committed to a bold transport strategy that confronts the challenge of congestion and underpins the region’s ambitious strategy for growth and would include, amongst a range of measures, investigating the role of flexible road user charging, (including costs and benefits).
C.50 Specifically, the TIF bid proposes an in-depth feasibility study, which will identify current and predicted levels of traffic congestion within the conurbation and examine a comprehensive range of options for tackling this. The study will include exploration of the potential for undertaking pilot project(s) in the West Midlands to examine the longer-term option of flexible road pricing and to investigate complementary transport measures. The feasibility study will combine technical work with continued consensus building - we will be proactive in engaging with politicians, stakeholders and the public alike, at the appropriate time - within the conurbation.
2 The Approach
C.51 The objective of this TIF bid is to address the negative effects of congestion and to investigate and identify more effective ways of tackling congestion which will bring economic, environmental, social benefits to the region.
C.52 In considering congestion the West Midlands Authorities recognise that:
There are no quick fixes Focussed and sustained attention is required in order to tackle it This will need to take place over a long period of time It requires close working with Government and Government support for what West Midlands is seeking to achieve TIF is a staged initiative over a number of years. Work in the West Midlands will look at the way we think about and tackle congestion. It will produce a new transport strategy for the period beyond 2011 and the current LTP programme
LTP 2006 lix Congestion Strategy Statement
At each stage of work we will take stock, discuss and consult and ensure we are clear about implications before proceeding to further stages. We will be proactive about engaging with politicians, stakeholders and the public alike to improve the profile of these issues During the conduct of this work transport improvements will continue to be implemented. The Local Transport Plan submitted provisionally in July will be in its final form by March 2006 and will provide the basis for further transport investment
3 The First Stage
C.53 The brief attached to this outline sets out the work and assumptions that would be fed into the first phase of the overall project. It is envisaged that the work associated with this phase would largely be undertaken in the period November 2005 to June 2006. It has been estimated that the cost of this work would be £1.2m. Of this sum the Authorities would be prepared to contribute 50% as set out in the brief.
4 Conclusion
C.54 The seven West Midlands Metropolitan Authorities, Birmingham, Coventry, Dudley, Sandwell, Solihull, Walsall, and Wolverhampton, and the West Midlands Passenger Transport Authority have been working closely on transport developments for the last three years. We have worked closely with the Department for Transport to ensure that our regional objectives are in line with those of national government. This bid reflects our desire to have measured, considered and effective management of congestion which maximise the economic and environmental benefit to the region and the country as a whole.
C.55 Now the bid has been successful work has commenced on the stage 1 feasibility study.
C.56 The preconditions above and as set out in the Provisional LTP still hold.
Conclusion
C.57 The Metropolitan Area deserves a world-class transport system that meets the needs of local people and that reflects the significance of our position at the heart of the country. Ignoring congestion is not an option if we are to stay competitive and see jobs and housing grow. It is time to start looking longer term at all the potential solutions to our traffic problems. We have embarked on a journey in partnership with Government and stakeholders to seek a long term solution to the congestion problems facing the our Area and look forward to a successful outcome.
lx LTP 2006 Annexe D Road Safety Strategy Statement
lxi Road Safety Strategy Statement
Annexe D Road Safety Strategy Statement
Introduction
D.1 The safety of road users is of prime importance for all transport initiatives within our Area and is incorporated into linked strategies and programmes such as highway maintenance, Safer Routes to Schools, travel awareness, and cycling programmes. The need to encourage road safety was strongly endorsed during consultation and has been confirmed during engagement with local communities on individual schemes. Accident causes are diverse and we need targeted programmes to reduce the casualty toll.
D.2 The Government set national targets for casualty reduction in the 10-year plan. We are on course to reduce the number of people killed or seriously injured by 2010 by 40%, reduce the number of children killed or seriously injured by 50%. This good progress is reflected in our designation as a Centre of Excellence for Integrated Transport specialising in road safety. However, we are not complacent and have adopted even more challenging targets. Although reductions in casualties will become increasingly difficult, we see our targets as achievable with the funding which this plan allocates for a wide range of measures and programmes.
D.3 A computerised database is used to record all injury accidents reported to the police, identify particular problems, monitor the results of schemes and analyse trends against targets.
Evidence
In 2004:
82 people were killed in the West Midlands (7 of whom were children) 1,067 were seriously injured (191 children) 10,665 suffered slight injuries (1,386 children)
Source: APR 2005
Opportunities to Improve Safety
D.4 It is essential that we tackle road safety in a coordinated way using both revenue and capital resources, given the complexity of the issues. We achieve this:
In Partnership
D.5 The Government, West Midlands Police Authority and Highways Agency are the principal partners with we work to reinforce the impact of road safety initiatives. We raise awareness of drink driving campaigns, new traffic measures such as Red Routes, safety measures installed during recent maintenance of the M6 and A38(M), education campaigns such as the Driver Improvement Scheme, and our 'Help2Travel' web site which provides real time information.
Corporately
D.6 Within Authorities there are opportunities across Departments to improve road safety through:
Education – each Authority has road safety officers who co-coordinate initiatives such as Safer Routes to School and who provide material on road safety and cycling proficiency for schools Planning – decisions on planning can have implications for road safety. The scale and location of major housing, employment and shopping development can influence the need for car use rather than safer travel. Regeneration of inner areas provides the opportunity for safer environments.
lxii LTP 2006 Road Safety Strategy Statement
Local development provides the opportunity for safer layouts for housing, jobs, schools and shops, and for safer access by segregated footpaths, cycle ways and public transport, reducing the need for car travel Control – Authorities have regulatory powers to set standards for layout and access which ensure that developments encourage road safety
Directly
D.7 There are opportunities to improve road safety through:
Analysis – we continue to analyse accident records and identify trends and 'cluster sites' where there is most opportunity to tackle road safety problems. The identification of targets provides the opportunity to focus programmes in the most effective way. Future work is assisted by the results of 'before and after' studies and by reviews of individual schemes and programmes Improvements – resources available through the Integrated Transport block and other sources, such as the Single Capital Pot and developer contributions, enable a limited programme of local safety schemes aimed at 'cluster sites'. Safety improvements are also an important element of the assessment of Major Schemes Management – maintenance and operation of transport systems provide opportunities which are incorporated into the deployment of revenue and capital resources. Wider opportunities to improve road safety include surface maintenance, street lighting, signs, operation of safety cameras, employment of school crossing wardens and arrangements for winter gritting Innovation – pilot studies provide an opportunity to evaluate new ideas. Recent pilots have included an assessment of different types of road surfacing in bus lanes, and the development of road safety programmes for deprived areas Design – the adoption of design standards provides an opportunity to ensure road safety is built in from the beginning. Consistent application of standards brings the benefits of past experience and consistency for road users. Standards take in DfT Design Manual for Roads and Bridges, and experience from pilot and 'before and after' studies Audit – independent safety audits provide opportunities to check individual schemes during the design, implementation and operational stages to identify ant tackle potential problems
Key Elements of the Strategy
D.8 Key elements are to:
use education, training and publicity to help road users travel as safely as possible ensure that everyone has access to road safety advice, particularly schools target safety training at vulnerable users such as cyclists and pedestrians ensure all new infrastructure has been subjected to safety audits implement local safety schemes targeted at accident blackspots implement a programme to ensure compliance with speed limits and traffic signals, using enforcement cameras supported by educational campaigns and initiatives
Strategy Implementation
D.9 Our road safety education programme aims to equip road users with the knowledge and skills to travel as safely as possible. Strategic partnerships have been established across partner authorities and public and private sector organisations to maximise the use of resources.
D.10 As a minimum, we aim to ensure that everyone who lives, work or travel in our Area has access to road safety advice and information. Educational establishments are regularly encouraged to use the advice and resources available, particularly at key stages in vulnerability. We also want to ensure that the public knows about road safety issues and legislation. The Driver Improvement Scheme aims to educate drivers convicted of motoring offences about safe driving skills, as an alternative to a fine and/or penalty points.
LTP 2006 lxiii Road Safety Strategy Statement
D.11 This LTP2 includes programmes to improve traffic safety. Local Safety Schemes are designed to tackle accident blackspots using improved traffic signs, road markings, street lighting and junctions; anti-skid surfacing; pedestrian and cyclist facilities; and traffic calming measures.
Evidence
Local Safety Schemes completed in 2000/01 show an average reduction of 27% in casualties, with an average rate of return of 207%, indicating excellent value for money and return on resources (Local Safety Schemes are monitored by comparing accidents in the three years before and after a scheme).
Source: APR 2004 Transport Monitor Figure 21-9
D.12 Local Area Safety Schemes address accidents that are more widely scattered. They use the tenets of Urban Safety Management and lessons from the Safer City project to develop area schemes with the involvement of local people. The Government has expressed concern over casualty numbers in disadvantaged communities; deprived areas in the Metropolitan Area experience higher accident rates.
Evidence
Casualties per ward per 1000 population on unclassified roads in the 10% most deprived wards in the West Midlands are double the rate for the 10% least deprived wards, both for all casualties and for child casualties.
Source: APR 2004 Transport Monitor Figure 21-6
D.13 Many engineering, education and Safer Routes to School projects have been targeted at these deprived areas. These areas will remain a priority. Many areas are also a target for community regeneration, in which transport and road safety improvements have an important part. There have already been a number of schemes to reduce the high number and severity of casualties, particularly among children, which will have made a significant impact.
Evidence
The Sandwell Neighbourhood Road Safety Initiative (NRSI) has a total cost of £2.75 million over two years, of which £1.28 million has been awarded through the national NRSI. The importance of community involvement and awareness is recognised and consultation is being used to bring forward individual elements of the initiative. A series of 12 accident reduction measures are proposed, which are a mix of engineering, education, enforcement and encouragement, all aimed at reducing child casualties in the 11 most deprived wards.
Source: Sandwell MBC
lxiv LTP 2006 Road Safety Strategy Statement
Evidence
Two other current initiatives have attracted additional funding.
Solihull MBC bid successfully in 2001 to undertake a 'KerbCraft' child pedestrian training scheme funded by the DTLR's National Pilot of Child Pedestrian Training Schemes Programme. This funding was for three years and has now been extended for a further two through funding from the Government's local Public Service Agreement. The scheme focuses on seven schools in three deprived wards. Volunteer trainers are teaching 300 children, aged five to seven, about how to look for safer crossing places, cope with parked cars and cross safely near junctions. Early indications are promising. The project provides value for money, contributing to road safety, health and accessibility objectives.
Birmingham is the Department for Transport’s partner for the Inner City Road Safety Demonstration Project. This focuses on part of East Birmingham (Saltley, Alum Rock and Bordesley Green). The six-year, £6 million project is aimed at improving road safety in the context of social inclusion and community regeneration, through an integrated approach. Local people will have a key role in determining the infrastructure improvements required to promote safety and regeneration. Partnerships will be developed with service providers such as education, health and social care.
Source: Birmingham CC and Solihull MBC
D.14 The lessons from these initiatives will be applied throughout our Area and will be incorporated in a good practice guide for use by other local authorities. Monitoring of trends against targets will continue throughout the Plan period, with the programme reviewed as necessary.
Evidence
Accidents involving motor bikes and scooters (i.e. powered two wheelers) have increased in recent years in line with national trends. This is in part due to increased popularity and mileage. New research into powered two wheeler accidents is aimed at developing effective measures to reduce casualties.
Source: CEPOG Road Safety Sub Group
D.15 The Safer Routes to School Programme introduces physical measures in conjunction with education and training, to improve safety and encourage travel by more sustainable modes. There is particular emphasis on the development of school travel plans. This programme links into our LTP2 safety objectives and strategies for walking, cycling and public transport. The approach is to establish partnerships under which local authorities undertake physical measures and schools commit to soft measures such as road safety awareness training, cycle and pedestrian training and Walk to School week.
D.16 The Department for Education & Science and Department for Transport have invested £50 million in school travel initiatives. This funding has enabled authorities to take on School Travel Advisors on a two year bursary. Their job is to encourage schools to write travel plans. The financial incentive to take part is substantial: once a school travel plan is completed and approved, primary schools receive £3,750 plus £5 per pupil and secondary schools receive £5000 and £5 per pupil.
LTP 2006 lxv Road Safety Strategy Statement
Evidence
The Mercia Group of Road Safety Officers, which includes the West Midlands Metropolitan Authorities, has produced 'A Safer Routes to School Toolkit' which has been published by the Local Authorities Road Safety Officers Association (LARSOA). This can be used by Partner Authorities to develop Safer Routes to School Programmes.
Source: LARSOA
D.17 We are adopting the concept of upgraded school routes to establish 'Safer Routes to Stations'. Measures will include improved lighting and managed landscaping, to encourage safer access by walking and cycling.
D.18 The West Midlands Casualty Reduction Partnership, involving the seven Authorities, Police and Magistrates Courts Committee, has been set up to manage safety (speed and red light enforcement) cameras in our Area. This is part of the national 'netting off' scheme under which income from penalties is used to operate and maintain safety cameras. This funding also pays for new camera sites, mobile camera enforcement and the promotion of speed awareness. The cameras have proved to be effective in saving lives and casualties and the number of cameras is being increased to cover sites where speeding and red light running is a problem.
Evidence
A study of accidents within 500 metres of 250 safety camera sites, comparing the three years before and three years after installation, showed fatalities and serious injuries down by 165 and the total recorded casualties down by 1,700.
Source: West Midlands Casualty Reduction Partnership Study 2004
D.19 A review has led to the removal of 'historic sites' that fail to meet current criteria or which fail to serve a road safety purpose. Measures are also being taken to improved the credibility and effectiveness of cameras, including:
yellow panels on all cameras and cutting back of foliage to improve visibility better signing in advance of cameras, including new reminders of the speed limit in 30 mph areas improved follow-up of evasive offenders, including home visits by police enquiry officers to pursue those who fail to comply with the legal requirements after an offence a publicity drive highlighting the case for cameras, including campaigns on television and radio, in printed media and on stadium advertising
D.20 The new approach in respect of the funding and operation of Safety Cameras, announced at the end of December 2005, will need to be reflected in our future road safety work and delivery of our strategy. However, as the approval process for this LTP2 commenced in January 2006, before publication of the further guidance referred to in the DfT letter, there has not been sufficient time to revisit our road safety strategy or targets. When the guidance in respect of future funding and use of Safety Cameras has been published, we look forward to taking up the offer of working closely with the DfT to review our targets and strategy delivery.
D.21 The increasing take-up of 'decriminalised parking' powers will enable the Metropolitan Authorities to take over the lead role in the enforcement of traffic regulations from the Police, giving Authorities greater power to improve the efficient and safe use of the road network.
lxvi LTP 2006 Annexe E Network Management Duty Statement
lxvii Network Management Duty Statement
Annexe E Network Management Duty Statement
Introduction
E.1 Addressing traffic congestion in our Area is one of the main policy themes highlighted in strategic reports such as the Regional Transport Strategy, the West Midlands Area Multi-Modal Study and our 2003 LTP. Independently, the West Midlands Chamber of Commerce has commented that transport, movement and accessibility are amongst the principal issues concerning local businesses. Reassurances that these issues are being addressed form an integral part of business and investment commitments in the region.
E.2 The Traffic Management Act, 2004 (TMA) places new network management duties on local highway authorities. The main duty is to secure the expeditious movement of traffic, inclusive of cyclists and pedestrians, on the authority’s road network and on adjacent road networks for which another authority is the traffic authority. The TMA requires each highway authority to appoint a Traffic Manager who is responsible for meeting this duty.
E.3 The new powers that the TMA gives to local highway authorities will be important in delivering LTP2 objectives. They will contribute to and aid economic regeneration and will contribute towards the Transport Shared Priority themes of reducing congestion and improving air quality. The powers may, in certain circumstances, improve accessibility and road safety as well as contributing to improvements in the quality of life.
The Current Situation
E.4 We have invested in Urban Traffic Control (UTC) and in technology-led traffic management solutions. There is now a need and desire to build on this early investment across the Area. Before the introduction of the TMA, we had taken significant steps to improve network management, tackle congestion and build on existing investment. Two Major Scheme ('Annex E') bids have been submitted - Red Routes and the Urban Traffic Control. They both seek to make best use of the network and manage congestion, using existing infrastructure. Phase 1 of the Red Routes network received approval in December 2004, while the UTC Scheme has been re-submitted for approval following further work.
E.5 In light of the above, we propose to incrementally develop a regional traffic management concept. It will move forward on three fronts - institutional, operational and infrastructure - in a way that addresses staffing and operational needs as well as the capital infrastructure. UTC centres in our Area will be called upon to improve their level of service.
E.6 In direct response to the new network management duties and the greater level of service delivery, the role and responsibility of each authority’s Traffic Manager is under development. In order to achieve effective network management and cross boundary operations, a Traffic Management Group has been formed to ensure a shared approach. This Group is coordinating the introduction of the Traffic Management Act across the Area’s highways, share good practice, provide support and advice, and enable neighbouring authorities to liaise over cross boundary matters.
E.7 It is recognised that effective traffic management cannot be achieved in isolation. Our Area sits at the heart of the country’s strategic road network. It is the largest conurbation and has some of the worst traffic congestion outside London. The proximity to the urban network of the M5, M6 and M42 motorways, known as the Midland Motorway Box, requires coordinated traffic management strategies. This can only be achieved by the Authorities working in partnership with the Highways Agency in several areas, namely:
development of the Midlands Motorway Box Route Management Strategy network management information exchange with the National Traffic Control Centre shared operational facilities with the Western Midlands Regional Control Centre strategic links with the Highways Agency’s managing agents the Highways Agency Information Point (HAIP) pilot project participation in the Road Information Framework (RIF) West Midlands Pilot Project
lxviii LTP 2006 Network Management Duty Statement
E.8 Intelligent Transport Systems (ITS) will play a major role in meeting the network management duty. The Metropolitan Authorities have a history of involvement with ITS, initially through the POLIS network. The Authorities have continued to implement ITS solutions to manage traffic growth. More recently, they have played an important part in the European Research & Technological Development framework programmes and the Urban Traffic Management and Control (UTMC) research programme.
E.9 Since 1996, we have invested in and developed the MATTISSE traffic and travel information system that forms a common ITS platform across the Authorities, West Midlands Police, the Highways Agency, Media and other transport operators. The system employs state-of-the-art technology built upon UTMC, RTIG and Travel Information Highway (TIH) standards and principles. Whilst the primary focus of MATTISSE has been to provide travel information, with further development the system is ideally placed to provide a technology platform in support of TMA duties and the delivery of E-Government Priority Outcomes for transportation.
E.10 Meeting the new requirements requires a significant change in development of the system. This is reflected in the strategy for 2005-2010, which will see MATTISSE effectively split into two operational levels. The first will be to continue to provide real time travel information to the public via the "Help2Travel" service. The second will be to provide a Network Information and Management System to support the new network management duties and the Traffic Managers Group whilst MATTISSE will continue to be publicly promoted as "Help2Travel".
E.11 MATTISSE will be developed in line with the following principles:
To understand the network, and provide a dynamic (real time) network description To monitor the network To forecast the network To develop existing and new operational partnerships
Our Traffic Managers Group
E.12 The Metropolitan Authorities' Traffic Managers and key network co-ordination personnel are listed in Table E.1 ‘West Midlands Traffic Managers and key network co-ordination personnel’.
Table E.1 West Midlands Traffic Managers and key network co-ordination personnel
Name Position Authority / Organisation Alan Lloyd Traffic Manager Birmingham City Council James Russell Traffic Manager Coventry City Council Graham Isherwood Traffic Manager Dudley MBC Peter Whitehouse Traffic Manager Sandwell MBC John Taylor Traffic Manager Solihull MBC Interim Appointee Traffic Manager Walsall MBC Bob Barratt Traffic Manager Wolverhampton City Council Ian Burgess Operational Partnerships Manager Highways Agency Eileen Gibson West Midlands Regional Liaison Officer National Traffic Control Centre John Jones Operations Manager West Midlands Regional Traffic Control Centre Karen Cole Inspector West Midlands Police
LTP 2006 lxix Network Management Duty Statement
E.13 In February 2005, we established a Traffic Managers Group that meets on a regular basis. Their Terms of Reference require the Group to address the following principal aims:
seek to maximise the traffic management benefits, and to achieving contributions to congestion, accessibility, air quality and safety targets, in line with LTP objectives, which the Traffic Management Act 2004 aims to deliver across the Metropolitan Area. establish consistent procedures and policies in so far as these are possible across authorities monitor the effects of the Act share good practice between members provide support and advice to all participating bodies, and others as appropriate establish mechanisms and policies for cross boundary working carry out any other duties as may be found necessary and relevant, where these are not already the responsibility of any other group which reports to the Chief Engineers and Planning Officers Group (CEPOG)
Integration Across the Authorities
E.14 We are actively engaged in the process of integrating the requirements of the Network Management Duty to other service areas within their organisations. The level of integration is variable and reflects the size and structure of the individual Authority. Integration can reflect the development and strengthening of existing measures or, as in the case of Birmingham, participation in a Scrutiny Committee review on traffic management. In all cases the Traffic Manager is a core member of the Authority with the ability to engage with heads of services and representatives from other departments such as education and social services. Table E.2 ‘Individual authorities approach to integration’ provides a brief description of each authorities approach to integration.
Table E.2 Individual authorities approach to integration
Authority Integration Level Birmingham Undertaking a full Scrutiny Committee Review on traffic management. The review will make firm recommendations on a coordinated approach to traffic management linked to development and planning activities.The Traffic Manager is a core member of the City Council’s Development Group that assists with providing a coordinated approach for the authority Coventry A Traffic Management Action Plan is in the process of being developed with close liaison with other departments within the Council, external bodies and with neighbouring local authorities. The Traffic Manager has been nominated and the local authority is currently being re-structured; this role and its associated functions including integration with other departments is a key consideration within this review. Dudley Permanent Traffic Management and Transportation Group established consisting of the Traffic Manager, Assistant Directors, Heads of Services and invited representatives of other departments when necessary Sandwell A Network Management Group chaired by the Traffic Manager is established to lead and monitor the effectiveness of arrangements and actions to meet our network management duty. This Group will raise awareness of the need for all activities of the council to consider the implications of their actions against the authority's strategy for meeting the network management duty. Solihull A major restructure has taken place in the Transport Highways & the Environment with the formation of a Network Management Group. This group has been formed to include the responsibilities of the Traffic Management Act and an action plan is being developed which will encompass integration across the authority and with other adjoining authorities. The Traffic Manager is the Service Director for the Transport Highways & the Environment Group, a position which oversees
lxx LTP 2006 Network Management Duty Statement
Authority Integration Level departments that affect major elements of the Traffic Management Act and has power to strongly influence a coordinated approach. Walsall Permanent Traffic Manager to be appointed shortly tasked with the development of the whole authority approach Wolverhampton The Transportation Network manager is the Traffic Manager and is supported by the Traffic Management Coordinator. (post yet to be filled but fully funded). All Directorates are aware of the Council’s lead role in discharging this responsibility and contribute to its effective execution as is the wider community through regular (structured and add-hoc) dialogue and discussion. Further developments will occur when appointment and restructure occur.
Inter-Agency Co-operation
E.15 We have a successful history of working in partnership, recognising the need to work together with local businesses, retailers and representatives of the freight and road haulage industry to develop means of ensuring economic and efficient servicing of premises and deliveries, whilst mitigating problems.
E.16 The Local Highway Authority National Guidance Framework 2005 indicates the basis of the operational partnership required between the Highways Agency and Local Highway Authorities (LHAs). It reflects the principles that the Traffic Operations Coordination Committee (TOCC) Executive recommends for adoption by LHAs in their Detailed Local Operating Agreements (DLOAs) and covers issues of national significance and policy related to the operation of the Highways Agency National Traffic Control Centre and Regional Control Centres. DLOA documents have been in place since 2002 and a close operational partnership has been developed with the Highways Agency. We actively participate in the Western Midlands Traffic Operations Regional Group (TORG) that is established under the terms of reference provided in the National Guidance Framework. Working arrangements are already in place and the adoption of a Network Management Plan template will strengthen this and other joint working arrangements and provide further evidence of cross boundary working.
E.17 The MATTISSE system provides a common information exchange platform that extends to stakeholders beyond Authority boundaries. In addition to the operational relationships established under the HA DLOA process, further agreements have been reached that formalise information exchange principals and establish development procedures. The following documents are in place:
MATTISSE Memorandum of Understanding with the Highways Agency. This document is wider ranging than the DLOA and is designed to investigate and explore new ways of providing more efficient ways of exchanging event information in respect of the strategic road network and the local road network. This may include devising new strategies or techniques to exchange information, producing more efficient ways of integrating systems, that will provide benefits to both parties MATTISSE Memorandum of Understanding with Trafficlink. This document is designed to investigate and explore new ways of providing more efficient ways of exchanging event information in respect of the strategic road network and the local road network. This may include devising new strategies or techniques to exchange information , producing more efficient ways of integrating systems, that will provide benefits to both parties MATTISSE Detailed Local Operating Agreement with West Midlands Police. This agreement follows the principle of the HA DLOA by establishing agreement on working arrangements, liaison and contact details between the MATTISSE Consortium and West Midlands Police
E.18 MATTISSE will be developed to manage or display:
the identification and signing of routes which are suitable for lorries (as per the Drivers Atlas)
LTP 2006 lxxi Network Management Duty Statement
good practice guidance on freight transport the results of joint work with the HA and other parties through the Freight Quality Partnership to establish appropriate routes for different types and sizes of abnormal loads
E.19 Coordination of the development and implementation of the Red Route network across our Area is being managed through a Red Route Steering Group comprising officers from all seven Highway Authorities working together with representatives from Centro, the Metropolitan Police and Travel West Midlands (the principal bus operator). This helps to ensure close co-operation with other major initiatives, such as UTC and Bus Showcase, thereby maximising the joint benefits.
Monitoring & Evaluation
E.20 We have led the development of the ITIS monitoring system. We will use this, Astrid databases and the developing MATTISSE system to monitor progress in improving network operations. We have agreed DfT congestion monitoring routes and will make use of ITIS historical data to provide baseline comparison on these and other strategic routes, such as the Red Route network and Freight routes, agreed by the Traffic Managers Group.
E.21 MATTISSE will be developed as a TMA tool and a new five year strategy has been formed to support the Network Management duty. MATTISSE will be used to capture congestion, incident and event information, utilising UTC, RTPI and other data sources. Initial study work will identify the most effective way to utilise the available data sources followed by implementation of most effective solution. Evidence gathering will be key requirement of the system. Initially the system will provide 5 standard reports created for the use of each member authority or stakeholder. Reports will collect data in standard format on planned, unplanned roadworks and events. The reporting mechanism will be used to establish local performance indicators based on the evidence gathered. Historical information in MATTISSE will be used to analyse the following traffic local performance indicators:
Flow / Speed Statistics and Analysis, comparison with ITIS profile data Journey Time Statistics and Analysis Environmental Statistics and Analysis Congestion analysis & reporting Comparison of time periods (month on month) Trends – Congestion Increases & Reductions Comparison with congestion profile data (ITIS data) Consolidated monitoring of key road / corridor segments – alerting on breach of thresholds
E.22 Performance management will be key to successful network management and a number of LTP2 targets have been set that contribute to network performance. The mandatory target indicators are described in detail in the Performance Management chapter of this document but can be summarised as follows:
Mandatory Indicator Target LTP2 - no more than a 7% increase in road traffic mileage between 2004 and 2010 Mandatory Indicator Target LTP6 - no increase in morning peak traffic flows into the nine LTP centres between 2005/06 and 2010/11 Mandatory Indicator Target LTP6 - additional target at authorities' discretion: increase the morning peak proportion of trips by public transport into the nine LTP centres as a whole to 33.8% by 2009/10 from the 2005/06 forecast baseline of 32.7% Mandatory Indicator Target LTP7 - target to be determined in accordance with DfT PSA Guidance based upon average journey times over the network
E.23 Best Value Performance indicators related to casualty reduction will also be effective namely; BVP199(x), BVP199(y) and BVP199(z).
E.24 Consideration will also be given to the use of other data sources captured within planning and modelling processes that effect the network model or land use. Additionally external data sources such
lxxii LTP 2006 Network Management Duty Statement
as the ITIS CJAMS data based on Cellular Floating Vehicle Data (CFVD©) will be considered to develop and provide accurate journey time information. Data sources such as CJAMS can be processed through the open and interoperable system architecture provided by the MATTISSE system.
E.25 In addition to the general monitoring of the road network, an extensive programme of 'before and after' surveys has been commissioned to monitor the impact of the Red Route network. This will provide sufficient information to enable an assessment to be made of the effectiveness of Red Routes in tackling congestion and delays. It will also assist in the development of future phases of the Red Route network to ensure that the primary objectives continue to be achieved, that of tackling congestion and delays.
Network and User Hierarchies
E.26 The use of road hierarchies will assist us to balance competing demands whilst continuing to manage the network efficiently. The network hierarchy will define the uses of different sections of road or categories of road in the network. The hierarchy will be based upon route function and classification.. It is important that neighbouring authorities work together to ensure that they use similar road categories, especially on sections of roads on either side of a boundary.
E.27 We published the revised Primary Route Network as part of the Regional Transport Strategy. A road classification review is intended to follow. We have recently published and distributed 'The West Midlands Commercial Vehicle Drivers' Road Atlas 2005'. It indicates advisory routes to main freight destinations along with access restrictions such as structural weight limits and height restrictions.
E.28 The Traffic Managers Group are also considering the adoption of a Regional Network Management Template that has already been used to good effect by other English highway authorities. The template will enable the capture of new network hierarchies, for example Red Routes, alongside the many existing hierarchies that are in place such as; road classification, asset management plans, winter maintenance, abnormal road routes, NRSWA special designation, NRSWA reinstatement category and Bus Showcase routes.
E.29 As a common platform across the Authorities, MATTISSE will be developed to link to the Network Management Template and identify the road types and hierarchies that are established e.g. by the Red Route network, freight and existing network hierarchies. This will allow easy identification of the different networks by the Traffic Managers and wide range of operators and stakeholders. MATTISSE will also form part of the evidence gathering procedure for the network by providing a data capture and reporting facility for planned and unplanned incidents and events on the network.
E.30 User Classification on the network will also be driven through the Regional Network Management plan template that enables the establishment and agreement of user hierarchies across the network. This will take into account the needs of all road users including pedestrians and cyclists.
E.31 In establishing the User and Network hierarchies we will take into account the work and outputs of our Freight Quality Partnerships (FQPs). Their principal aims are to:
agree and review a strategic transport network for the region for distribution purposes that addresses key constraints on the network address route signing and information promote sustainable distribution pursue traffic management techniques promote industry best practice share information and research on the movement of freight in the Area
E.32 The West Midlands Commercial Drivers Road Atlas clearly provides an initial input to the network and user hierarchy. This will initially be exploited through the MATTISSE development strategy by capturing the atlas in electronic format and distributing the information contained therein over a wider delivery platform. Freight routes stored within the MATTISSE system can then be mapped against measured
LTP 2006 lxxiii Network Management Duty Statement
congestion hot spots, events and incidents to develop more effective traffic management techniques that contribute to the Regional Network Management plan template.
Incidents and Contingency Planning
E.33 The DfT assessment of LTP Network Management Duty statements refers to the Network Management Plan template developed by the North of England Highway Authorities as a model of good practice in evidencing regional co-operation. Our Traffic Managers Group is in contact with the North of England Local Traffic Authorities and is to consider this regional template approach. If agreed, this template can set the regional framework arrangements that we can develop to meet local needs in terms of incident management and contingency planning.
E.34 Supporting this approach, multi agency groups already exist to consider and respond to planned events in accordance with the 'safety first' policy adopted by ACPO and recognised by the West Midlands Joint Committee. These groups meet on a regular basis as Safety Advisory Groups and include emergency service representatives.
E.35 Additionally the West Midlands authorities have in place, or are developing, detailed contingency plans that encompass emergency planning, highway maintenance, winter maintenance and asset management plans.
Streetwork Co-ordination: Local, Adjacent and Regional
E.36 The principles that the we use to manage utilities' street works will be applied to the management of our own works to ensure the impartiality of the Traffic Manager and parity of local highway authority and utilities' works. The systems and processes will be reviewed regularly, with the utilities, to ensure they minimise disruption and advise members of the public of activities. Activities supporting this approach can be demonstrated already, for example Walsall have operated a parity policy since 1998 and can demonstrate that all statutory and non statutory works on the public highway are managed fairly and with parity.
E.37 Systems to record and co-ordinate both planned utilities works and planned road works will be established. Ideally this will be within a map based system, that has the capability to display events such as street works, and provides a valuable aid to both the operators of the network and to the public.
E.38 MATTISSE currently provides a common map based platform and will be developed to manage and display:
Streetworks UTC / Traffic Signals fault / status data Strategy Integrator - impact analysis & response
E.39 Congestion and disruption can be caused by planned events such as sporting events, demonstrations, carnivals, parades and street markets. Dedicated plans are already in use for effective event planning and management processes, that involve specific traffic signal strategies and take into account known road works.
E.40 MATTISSE will be developed to manage or display:
The impact of planned events Other Events (for example demonstrations, parades, concerts, etc.) Data Feeds from Streetwork Systems (such as Mayrise and EXOR)
E.41 The process of utilising the Western Midlands TORG will provide improved network coordination and develop the DLOA process.
lxxiv LTP 2006 Network Management Duty Statement
Enforcement
E.42 The Traffic Management Act 2004 adds to the range of powers and duties under which authorities maintain and improve the network. We are increasing our powers of enforcement based upon decriminalised parking enforcement. This is seen as a key element and commitment to providing enforcement measures for the Bus Showcase, Red Route network and other powers assumed under and the Traffic Management Act. Currently Birmingham, Coventry and Sandwell currently operate decriminalised parking enforcement and there is commitment from the remaining authorities to follow suit by April 2007. The existing Notice Processing contract has been designed for adoption by other authorities to fast track change.
LTP 2006 lxxv Network Management Duty Statement
lxxvi LTP 2006 Annexe F Hackney Carriage and Private Hire Vehicle Policy Statement
lxxvii Hackney Carriage and Private Hire Vehicle Policy Statement
Annexe F Hackney Carriage and Private Hire Vehicle Policy Statement
Introduction
F.1 Hackney Carriage and Private Hire Vehicle services are important elements of public transport. Both are licensed by the Metropolitan Authority for the area within which they operate.
F.2 There are differences between Hackney Carriages (taxis) and Private Hire Vehicle (PHVs). Taxis are often associated with the traditional black cab. Many firms use such vehicles but this is not a defining factor. Taxis must have meters, with maximum tariffs set by the licensing authority. They can use taxi ranks and, subject to local rules, ply for hire and be hailed on-street. Taxis may be hired on demand or by pre-booking.
F.3 Private Hire Vehicles are often, but not necessarily, ordinary cars. The essential differences are that they must be pre-booked, cannot ply for hire or be hailed on-street and cannot use taxi ranks. PHVs are not required to carry meters and the cost of a journey is normally set in advance.
Purpose of this Statement
F.4 This Statement reports on the provision of Hackney Carriage and PHV services in the Metropolitan Area and on the relevant Authorities’ review of their Quantity Control policies.
F.5 Taxis and PHVs provide a link in longer journeys or act as an alternative to the car, bus or rail for local journeys. Taxis and PHVs help people without access to a car. They are also important when and where public transport services do not operate.
F.6 The location of taxi ranks is a significant factor in accessibility. There are ranks in most city and town centres, at strategic locations, such as principal railway stations and Birmingham International Airport, and at theatres, concert halls and other major leisure locations.
F.7 Authorities have qualitative policies for taxis and PHVs, to ensure the best possible service to the public. Requirements include checks on the driver’s competence and quality of the vehicle, which are designed to ensure passenger confidence and safety.
F.8 Taxis and PHVs relate to the four themes of the Transport Shared Priority as follows:
Reducing congestion
may contribute to reduced congestion if used as a feeder to other public transport modes may add to local congestion due to the usual 'double' journey of fetching and carrying passengers may compete with buses, delivery vehicles and disabled car parking for kerbspace in congested streets
Improving accessibility
often the only form of point-to-point transport for people without access to a car operates at times before and after conventional bus and rail service operations
Improving air quality
'double' journeys lead to greater pollution than a single journey by car or public transport
Improving road safety
drivers and vehicles are subject to regular checks
F.9 Taxis and PHVs also contribute to the LTP Objectives of ensuring that:
lxxviii LTP 2006 Hackney Carriage and Private Hire Vehicle Policy Statement
the transport system underpins economic revitalisation of the Metropolitan Area transport contributes towards social inclusion by increasing accessibility for everyone; and all forms of transport are integrated with each other
F.10 The numbers of licensed taxis and PHVs and the general location of taxi ranks is set out in Table F.1 ‘Numbers of Licensed Taxis and PHVs and General Location of Taxi Ranks’
Table F.1 Numbers of Licensed Taxis and PHVs and General Location of Taxi Ranks
Licensing Taxis PHVs General Location of Taxi Ranks Authority Approximate Numbers Large number of ranks in city centre, including at New Street Birmingham 1,200 4,500 station, other railway stations and at shopping centres; about 200 in total Several in city centre, one each at Coventry station and Coventry 548 254 Warwick University campus Several in Dudley town centre, one at Stourbridge Town rail Dudley 75 650 station and others in Brierley Hll, Halesowen, Kingswinford, Sedgeley and Stourbridge centres Four in West Bromwich plus others in Bearwood, Blackheath Sandwell 26 800 and Cradley Heath centres Solihull town centre plus Solihull station, Birmingham Solihull 150 1000 International Airport and National Exhibition Centre Four in Walsall town centre plus one night-time rank and Walsall 93 540 ranks in Aldridge, Brownhills and Wlllenhall Five in city centre, three night-time ranks, one at Wolverhampton 92 460 Wolverhampton station
Quantity Control Policies
F.11 Authorities can restrict the number of licensed taxis, but can impose no limit on the number of licensed PHVs. in 203, the Office of Fair Trading recommended that quantity controls on taxis and PHVs be abandoned.
F.12 Recent statistics showed that 45% of licensing authorities in England and Wales (outside Greater London) have taxi quantity control policies. The average in the six English metropolitan areas was 69%. In our Area, three of the seven (43%) Authorities had such policies. They have each reviewed the situation in line with Government Guidance, as set out below:
Solihull adopted a transitional arrangement with limits being raised incrementally with quantity restrictions totally removed in August 2005 Walsall has removed restrictions on licence numbers. The Authority’s Licensing Committee consider issues concerning taxis and PHVs as an integral part of the transport system. The Authority is overhauling testing and licensing procedures for licence holders, new applicants and all vehicles Wolverhampton carried out consultation during 2005 and removed quantity restrictions in October 2005.
LTP 2006 lxxix Hackney Carriage and Private Hire Vehicle Policy Statement
lxxx LTP 2006 Annexe G Rights of Way Improvement Plans Statement
lxxxi Rights of Way Improvement Plans Statement
Annexe G Rights of Way Improvement Plans Statement
Introduction
G.1 Every Local Highway Authority is required to produce a Rights of Way Improvement Plan (RoWIP) by November 2007. The Government expects that each RoWIP will be incorporated into local transport planning during the next LTP period. A RoWIP will contain an assessment of the current Rights of Way (RoW) network and how it is likely to meet current and future needs. It will also identify improvements, such as new links, better information and management, which will provide a better local RoW network for pedestrians, cyclists, equestrians and people with mobility difficulties.
G.2 A RoW network is defined in Section 60(5) of the Countryside and Rights of Way Act, 2000. It includes footpaths, cycle tracks, bridleways, restricted byways and byways open to all traffic within the authority’s area. Within the West Midlands Metropolitan Area, our focus is on a variety of footpaths, alleys, cycle tracks, bridleways and canal towpaths and linear green spaces in both urban and rural locations.
G.3 This Statement reports on progress by the seven Metropolitan Authorities and how this relates to this LTP2.
The Policy Framework
G.4 The Authorities recognise that a good quality RoW network can increase the number of sustainable short journeys, by linking people and local facilities. Helping and encouraging greater use of local RoW supports LTP2 objectives.
G.5 RoWIPs will seek to maximise their contribution towards LTP2 targets. However, as the Government has recognised, it is unrealistic for the seven Authorities to integrate RoWIPs fully with the LTP2. This is because of the tight timescale for submitting LTP2 and because each RoWIP must reflect public needs and be prioritised in the light of consultation, value-for-money and the Transport Shared Priority.
G.6 Each RoWIP will be developed in line with the Authority's Vision for its area and in line with strategies, plans and policies which aim to create healthier lifestyles and support leisure, recreation, sport, tourism and quality of life. In many parts of our Area, RoWIPS will also reflect needs for economic vitality, regeneration and social inclusion.
G.7 Table G.1 ‘State of Preparation of Right of Way Improvement Plans at 31st December 2005’ shows the current state of preparation of RoWIPs.
G.8 Further progress on each Authority’s RoWIP will be reported in future Annual Progress Reports.
Delivery of Prioritised ROW Improvements
G.9 The Authorities continue to seek opportunities to integrate ROW improvements with LTP schemes. However, it would be premature to identify a list of RoW proposals which would help to meet LTP objectives, as suggested in Government Guidance. To do so might prejudice the outcome of each RoWIP. The Authorities want to avoid taking decisions in advance of public consultation and dialogue with stakeholders.
G.10 However, the Authorities recognise the contribution that RoWs can make towards the Transport Shared Priority and Quality of Life objectives. As each RoWIP is adopted, consideration will be given to the use of LTP2 funds to help deliver schemes identified in RoWIP Action Plans, that contribute towards LTP2 objectives and targets.
G.11 Officers are working to ensure that RoWIPs are coordinated with those of neighbouring authorities both in and beyond the Metropolitan Area and to ensure integration with the LTP2. The LTP2 relies on each RoWIP being developed in line with Walking and Cycling Strategies and with the Transport Shared Priority and Quality of Life objectives.
lxxxii LTP 2006 Rights of Way Improvement Plans Statement
Table G.1 State of Preparation of Right of Way Improvement Plans at 31st December 2005
Key Task Birmingham Coventry Dudley Sandwell Solihull Walsall Wolverhampton
Assemble in information on complete complete complete complete complete complete progress RoW network
Review links with in other plans and complete complete complete complete complete progress strategies
Review almost in in condition, status complete complete in progress complete progress progress and requests
Collate in in in information on complete complete in progress progress progress progress trip generators
Consult public in and others about complete complete complete progress needs
Prepare Action in in Plan progress progress
Publish draft RoWIP for public comment
Review comments and amend RoWIP
Adopt RoWIP
G.12 A first assessment shows that the following the key issues need addressing in the RoWIPs, although not every issue is relevant to every part of an Authority’s area or even to every Authority:
Maintenance and resurfacing which are consistent with the local environment, bearing in mind the urban nature of much of the Metropolitan Area Better lighting and improved drainage to encourage more walking to school and use for access to local facilities Negotiations with landowners in order to upgrade signs and surfacing to comply with the requirements of disability legislation Dealing with obstructions and clearing vegetation to make routes easier to use and providing better signs Improving connections to local facilities, such as shops, workplaces, schools and public transport facilities Encouraging greater use of RoWs in support of LTP2 objectives and targets
G.13 These issues and proposals for improvement will be refined during the development of RoWIPs and following consultation with the public and interested parties, including adjoining authorities and Local Access Forums. The Authorities will have regard to practicality, value-for-money and affordability. Proposals will contribute towards the Transport Shared Priority objectives and wider Quality of Life objectives, by:
LTP 2006 lxxxiii Rights of Way Improvement Plans Statement
improving the networks so people will more easily be able to walk or cycle between homes and facilities, such as local shops, schools, workplaces and recreational facilities, thereby increasing accessibility. Their implementation will be, as far as possible, designed to meet the needs of people with mobility difficulties so that RoW can be used by almost everyone enabling people to walk or cycle instead of going by car, especially in association with School Travel Plans and Company TravelWise, to achieve reduced congestion. Networks will include access to bus, Metro and railway stops and stations so that people can use public transport, instead of cars. giving people an alternative to the car and integrating with safety schemes, especially where RoWs cross roads, to help achieve road safety targets giving people an alternative to the car, especially for short journeys that are the most polluting, will contribute towards improved air quality encouraging people to walk or cycle will improve personal health, increase social interaction and reduce fear of crime and anti-social behaviour, all contributing to a better quality of life
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LTP Finance Forms
lxxxvi LTP 2006 Glossary and Abbreviations
Glossary and Abbreviations
Accessibility Planning
A process involving partnership working involving a wide range of authoritiess and agencies, including local transport authorities, Local Strategic Partnerships, PCTs and LEAs, to ensure that people can get to key services at a reasonable cost, in reasonable time and with reasonable ease.
Accession
A computer-based model designed to map accessibility to specific facilities, such as employment areas, health centres and shops.
Active Traffic Management
A system, being pioneered on the section of the M42 in the Metropolitan Area, of managing traffic flows with improved information and control signs and part-time use of the hard-shoulder.
Advantage West Midlands (AWM)
The Government's Regional Development Agency for the West Midlands region, set up in April 1999 to promote regeneration and economic prosperity. Responsible for producing the Regional Economic Strategy in 2004.
Agenda 21
An agenda for the 21st century. This blueprint, agreed by 150 nations at the United Nations Conference on Environment and Development in Rio de Janeiro, outlined a comprehensive programme of action throughout the world to achieve a sustainable pattern of development for the 21st century. The programme has been propagated at the local level through the Local Agenda 21 process.
Air Quality Action Plans
An Action Plan drawn up by the relevant local authority to deal with poor air quality in an AQMA.
Air Quality Management Area (AQMA)
An area designated by the relevant local authority within which national standards for at least one of a number of pollutants, including NO2 and PM10 particles, are currently exceeded or are forecast to be exceeded in the foreseeable future. Declaration leads to the development and adoption of an Air Quality Action Plan.
Air Viro
A computer-based model that, given accurate traffic flow and air quality data, can forecast future air pollution levels.
Annual Progress Report (APR)
The APR sets out how a local transport authority(ies) is(are) implementing its Local Transport Plan and how it is progressing against its targets.
AQMA
See Air Quality Management Area
ATM
See Active Traffic Management.
LTP 2006 lxxxvii Glossary and Abbreviations
Benchmarking
A method used by public sector organisations, charities and private companies for comparing their performance against other organisations, typically sharing similar characteristics. The Government encourages public sector bodies to compare their scores on various published performance indicators as way of improving service delivery. Many organisations are now members of 'benchmarking clubs' in which published and unpublished performance information are compared.
Best Value
From April 2000, local authorities and certain other authorities, including passenger transport authorities, have a statutory duty to provide Best Value to local people. Best Value is defined as a duty to deliver services to clear standards (covering both cost and quality) by the most economic, efficient and effective means available. Authorities must examine their services according to four guiding principles. They must challenge how, why and by whom a service is provided; compare its performance with that of other authorities; consult service users; and use competition to get the best service available.
BIA
Birmingham International Airport.
Black Country Consortium
A partnership of the four 'Black Country' Metropolitan Authoritties, Dudley, Sandwell, Walsall and Wolverhampton, providing a forum for the strategic co-ordination of public, private and voluntary sector organisations.
Black Country Study
A Sub-Regional Study, commissioned in response to a request by the Deputy Prime Minister (DPM) following publication of the West Midlands Regional Spatial Strategy in 2004. It aims to identify key actions for the regeneration of the 'Black Country'. The study is being led by the Black Country Consortium, on behalf of the Regional Assembly. Options were published for consultation in late 2005 with the preferred option expected to be present a preferred option to the DPM in Spring 2006.
Benchmarking
The use of performance indicators and other similar measures to compare one authority's performance with another, especially in groups of authorities with similar profiles.
Brownfield development / site
Development on a site that has previously been built on, usually in an urban area, Government expects new development on brownfield sites rather than on ‘greenfield’ (previously undeveloped) sites.
Bus Quality Contract
see Quality Bus Contract
Bus Quality Partnership
see Quality Bus Partnership
Bus Quality Network
see Quality Bus Network
lxxxviii LTP 2006 Glossary and Abbreviations
Bus Showcase
A bus route incorporating all aspects of 'best practice' in local urban transport. Typically a non-statutory quality partnership between Centro, the local highway authority and the operator(s) which provides:
Improved infrastructure Better passenger facilities and information Modern vehicles
Bus Strategy
The Transport Act 2000 requires public transport authorities and local transport authorities (outside the metropolitan areas) to consult on and produce a Bus Strategy for their areas. The West Midlands has a five-year strategy to increase bus usage through the delivery of improved local bus networks and an integrated bus, rail and Metro network branded 'Network West Midlands'.
BVPI
Best Value Performance Indicator. See Best Value
Cabinet
A way of running local authorities based on the Westminster model of cabinet government. Specific councillors take responsibility for a portfolio of local authority services and/or duties, for example – environment and/or transport, and is therefore a member of the authority’s cabinet.
CANS
See Coventry Area Network Study
Capital Expenditure
In the context of Local Transport Plans, this includes not only expenditure on new roads, railways and light rail systems and alterations or improvements, but also major maintenance works and other expenditure linked with maintaining or improving the area’s capital assets.
Casualty Reduction Partnership
The West Midlands Casualty Reduction Partnership is a group of agencies that have come together to help reduce casualties on roads in the Metropolitan Area.This is achieved through the use of fines received from motorists photographed by speed or traffic light cameras to implement road safety measures through Education, Engineering and Enforcement. The partners include the seven Metropolitan Councils, the Highways Agency, West Midlands Police, the Crown Prosecution Service, the West Midlands Courts Committee, the NHS, the West Midlands Ambulance service and RoSPA. Also sometimes referred to as Safety Camera Partnership.
CCTV
Closed circuit television. A system of cameras sending pictures through to a control centre, usually for security purposes.
Central Trains
The train Operating Company that currently holds the franchise from the Strategic Rail Authority to provide local and regional rail services within and to/from the West Midlands
LTP 2006 lxxxix Glossary and Abbreviations
Centro
Centro is the corporate name of the West Midlands Passenger Transport Executive. It is a statutory body established under the Transport Act 1968 to provide public transport services within a designated area. Under the revised functions of the Transport Act 1985, Centro is advises the Passenger Transport Authority (PTA) and assists in the formulation of policies in respect of securing appropriate public transport services for the area of the former West Midlands county.
Centro's 20-Year Strategy
A document published in October 1999. It summarises standards and networks the Passenger Transport Authority proposes to pursue with its partners.
CEPOG
The Chief Engineers and Planning Officers Group. This Group co-ordinates strategic planning and transportation matters across the Metropolitan Area and reports to the West Midlands Joint Planning & Transportation Sub-Committee.
Community Plan or Strategy
Councils must draw up community plans or strategies to improve the quality of life for local people. They must be completed with the help of businesses, voluntary groups and citizens.
Community Transport
This is door-to-door transport services, aimed at reaching people who are unable to use ordinary public transport. It includes a range of other services, usually based on the use of mini-buses, provided voluntary organisations, community groups, schools and colleges. It also includes Centro's Ring & Ride service and voluntary car schemes. CT services can be open to the public or only available to members of the organisation providing the service.
Comprehensive Performance Assessment
A methodology, adopted by the Audit Commission, to assess a wide range of service delivery performances by Local Authorities. For example, LTPs and APRs are assessed and given a score that feeds into each Authority’s CPA.
Compulsory Purchase Order (CPO)
An Order made to enable an Authority to purchase land for an approved project, regardless of whether or not the owner wishes to sell. It has to be approved by Government and, if there are objections, a public local inquiry is usually held before the decision is made. A CPO can also be part of a TWA Order or conferred by Act of Parliament, as in the case of Midland Metro.
Coventry Area Network Study (CANS)
A study commissioned by Coventry City Council in parallel with the West Midlands Area Multi-Modal Study. The study contained a comprehensive review of public transport demands and opportunities within the City and within the corridors linking to surrounding Shire areas (see chapter 5, paragraphs 5.2.15 – 5.2.17 for more detail).
Coventry / Solihull / Warwickshire Sub-Regional Study
A sub-regional study set up to assist in the development of a strategy for the economic development and regeneration of the study area up to 2021.
xc LTP 2006 Glossary and Abbreviations
CPO
See Compulsory Purchase Order.
Crime and Disorder Reduction Strategies
Strategies produced by the local Crime & Disorder Reduction Partnership based in each local authority area.
CVI
Coarse Visual Inspection, a method of assessing the need for highway maintenance work.
Defra
Department of Environment, Food and Rural Affairs.
Demand Responsive Transport
This is a bus or, more often, a minibus service that varies its route in response to pre-arranged customer demands. Centro's Ring & Ride service is an example.
Disability Discrimination Act (DDA)
The Disability Discrimination Act, 2005, updates the Disability Discrimination Act, 1995. This legislation deals with a range of discrimination issues including access to transport services, including vehicles and supporting infrastructure.
DMEG
District Maintenance Engineers' Group. One of CEPOG's Sub-Groups dealing co-ordinating maintenance matters across the Metropolitan Area.
DfT
Department for Transport. The Government department responsible for national transport issues and managing finance for local transport expenditure.
DfT (Rail)
Division of the Department for Transport that took over most of the functions of the former Strategic Rail Authority.
Environmental Impact Assessment
An investigation into the environmental impacts of specific proposals, usually undertaken in assocation with an application for planning permission for development or during preparation of a major transport scheme or project. It includes appropriate mitigation measures.
Franchise Agreement
An agreement between a Train Operating Company and the SRA under which the TOC undertakes to provide passenger rail services to which the agreement relates throughout its term. The initial franchise agreements were mostly of seven years' duration.
Government Office for the West Midlands (GOWM)
Established in April 1994, it combines the former regional offices of the Departments of Transport, Environment, Employment, and Trade and Industry.
LTP 2006 xci Glossary and Abbreviations
GPS
Global Positioning System, which can be used to track vehicles fitted with appropriate equipment either to help vehicles find ways through congested areas or as a basis for tracking buses either for the purposes of providing real-time information at bus stops, etc., or as a part of a bus priority measure.
HA
See Highways Agency.
HAMP
Highways Asset Management Plan.
Health Action Zone (HAZ)
Partnerships between the NHS, local authorities, community groups and the voluntary and business sectors in areas of high deprivation, aimed at tackling health inequalities and poor health.
Health Impact Asessment
An assessment of the health implications of a policy document or specific proposal.
Heavy Goods Vehicle (HGV)
A vehicle constructed or adapted to haul or carry goods that results in a gross total weight exceeding 7.5 tonnes.
Heavy Rail
A term used for the conventional railway system to distinguish it from light rail or tram systems. The heavy rail system serves inter-urban and local needs and includes all services formerly operated by British Rail. It also includes heavy freight routes.
Help2travel
A travel information web-site, linked to MATTISSE.
HGV
See Heavy Goods Vehicle.
High Technology Corridor (HTC)
An area within which cluster developments, closely linked to the region’s critical research and development capabilities and advanced technologies, will be promoted. There are three designated HTCs in the West Midlands RSS.
Highways Agency (HA)
The agency responsible for managing a safe, reliable, efficient and environmentally acceptable motorway and trunk road network throughout England, on behalf of the Secretary of State for the Department for Transport.
HOV
High Occupancy Vehicle, a term describing a vehicle typically carrying two or more people and associated with priority lanes on the road network.
xcii LTP 2006 Glossary and Abbreviations
Integrated Transport Block
This is the funding allocated by Government for capital transport schemes costing less than £5 million (each) designed to achieve the Objectives of the LTP2 but not including capital expenditure on maintenance.
Joint Committee
See West Midlands Joint Committee
Light Rail Transit or Light Rapid Transit (LRT)
A rail-based form of public transport (otherwise referred to as tramways) that can carry up to 35,000 passengers per hour per direction. The term 'light' refers to the design and weight of the vehicle compared with normal railway rolling stock. The vehicle is usually electrically powered, and can operate up steep gradients, round tight corners and mix with road traffic.
LEA
Local Education Authority.
Local Planning Authority
The district or unitary council that receives applications for planning permission and grants or refuses them or, for certain developments outside the Metropolitan Area, the county council for the area containing the site of the proposed development. LPAs also produce development plans that are designed to guide the development process
Local Development Framework (LDF)
A folder of development documents that are prepared and adopted by a local planning authority to guide future development in their area.
Local Strategic Partnership (LSP)
Initiative to ensure cooperation between public agencies, voluntary groups and businesses in the regeneration of deprived neighbourhoods.
LRT see Light Rail Transit or Light Rapid Transit.
LTP Centres
These are town or city centres designated in the Regional Spatial Strategy and LTP2 for the purposes of monitoring travel activity.
Major Schemes
Capital projects in the LTP that will cost in excess of £5 million.
MATTISSE
This acronym stands for Midlands Advanced Transport Telematics Information Services and Strategies in Europe. It is a developing system that provides real-time, multi-modal travel information for the Midlands. Building on the successful QUARTET Plus European demonstration project, electronically produced travel information is gathered from a variety of sources into a coherent package for dissemination. This allows transport operators to manage their network more efficiently and citizens to make informed decisions about their choice of travel. The system operates over the internet and exchanges event and incident
LTP 2006 xciii Glossary and Abbreviations
information between the MATTISSE local authority partners, transport operators and the media. The information is used by radio travel news, the Highways Agency, Police and the public via the web site http://www.help2travel.co.uk.
Metropolitan Area
This phrase is used throughout the LTP2 to describe the combined area of the seven Metropolitan Authorities of Birmingham, Coventry, Dudley, Sandwell, Solihull, Walsall and Wolverhampton. It is also synonymous with the area of the West Midlands PTA and Centro.
Multi-Modal Studies
A series of Studies, commissioned by Government. They reviewed all modes of transport in the chosen area, identified the main transport problems and proposed future solutions.
NATA
See New Approach to Appraisal.
National Road Maintenance Condition Survey (NRMCS)
An annual sample survey of road conditions published to guide authorities on their relative condition compared to a base year (1977).
National Road Traffic Forecasts (NRTF)
Forecasts of future levels of road traffic from DfT, based on car ownership, trip patterns, usage trends, etc.
NEC
The National Exhibition Centre, located adjacent to Birmingham International Airport and the M42 motorway.
Neighbourhood Renewal Fund (NRF)
Provided 88 of the most deprived council areas in the country with a combined total of £900 million over three years from 2001/02. Aimed at kick-starting regeneration initiatives.
Network Management System
An intelligent transport system that collects and collates information on a defined transport network to enable network operators to achieve maximum efficiency and coordination from the network and minimise disruption from planned and unplanned events, such as roadworks.
Network Rail
This non-profit making company replaced Railtrack in October 2002. Network Rail owns the track and railway infrastructure and is responsible for the operation and maintenance of track, signalling and stations. It charges rail operators for using the rail system and leases out other infrastructure, such as land and sidings, to freight and passenger train operating companies.
New Approach to Appraisal (NATA)
Guidance issued by the former DETR on appraising transport schemes. This was introduced in the Government’s White Paper ‘A New Deal for Transport’ and was published alongside the Review of Trunk Road policy in July 1998.
xciv LTP 2006 Glossary and Abbreviations
New Deal for Communities
Government initiative to tackle deprivation by providing intensive financial and other support to run-down parts of the country. Aimed at tackling poor job prospects, crime, educational under-achievement, poor health and poor housing and physical environment. Nearly £2,000 million has been committed to the scheme.
NO2
Nitrogen Dioxide, a gaseous pollutant caused by motor vehicles.
NRF
See Neighbourhood Renewal Fund.
NRMCS
See National Road Maintenance Condition Survey.
NRTF
See National Road Traffic Forecasts.
ODPM
The Office of the Deputy Prime Minister.
P&R
Park & Ride. A facility providing parking for cars, powered two-wheelers and cycles and allowing easy interchange on to a public transport service.
P2W see Powered Two-Wheeler
Passenger Transport Authority (PTA)
The body of Members, appointed by the seven Metropolitan Authorities, that is responsible for the policy and strategy for local public transport services across the West Midlands Metropolitan Area. This responsibility includes supporting bus and rail services that are not provided commercially and the provision of a Concessionary Fares Scheme providing free travel for Metropolitan Area residents over 60 years old or with specific disabilities. Its policies are executed by the Passenger Transport Executive which, in the West Midlands Metropolitan Area, is Centro.
PCT
Primary Care Trust.
Personal Travel Plans
A Travel Plan tailored to an individual’s specific journey to help illustrate sustainable travel alternatives and encourage their use.
PFI
See Private Finance Initiative.
LTP 2006 xcv Glossary and Abbreviations
Planning and Transportation Sub-Committee
See West Midlands Planning and Transportation Sub-Committee
Planning Policy Statement (PPS)
Up-to-date version of Planning Policy Guidance (PPG), setting out Government policy on a specific topic.
PM10
Particulates less than ten microns in size, a gaseous-borne pollutant caused by motor vehicles.
Powered Two-Wheeler (P2W)
Includes motorised cycles, scooters, mopeds and motorcycles.
PPG3
Planning Policy Guidance: Housing (see chapter 3, paragraph 3.3.17).
PPG6
Government policy as laid down in Planning Policy Guidance Note No. 6, 'Town Centres and Retail Developments', advises that new retail development should be sited in or next to existing centres. This would enable multi-purpose trips to be made by public transport or by only one car journey, thus minimising car use and fuel consumption. PPG6 has been superceded by PPS6.
PPG13
Government policy as laid down in Planning Policy Guidance Note No. 13 emphasise the relationship between land use and transport planning. It encourages local authorities to carry out their land use policies and transport programmes in ways which help to:
reduce growth in the length and number of motorised journeys. encourage alternative means of travel which have less environmental impact, and hence; reduce reliance on the private car.
PPS
See Planning Policy Statement
PPS6
Planning Policy Statement: Planning for Town Centres (see chapter 3, paragraph 3.3.19).
Primary Route Network (PRN)
A network of all purpose roads which complement the trunk road network. The Highways Agency defines a series of routes that are distinctively signed (green background signs) and are intended to guide drivers along the most suitable routes between places of major traffic importance (primary destinations). They are the most important of the non-trunk 'A' class roads and the local authority is principally responsible for maintenance.
Principal Roads
A network of all-purpose roads which complement the trunk road network. They are the 'A' class roads where the local authority is responsible for maintenance.
xcvi LTP 2006 Glossary and Abbreviations
PRISM
This acronym stands for Policy Responsive Integrated Strategy Model. It is a strategic transport model for the West Midlands Metropolitan Area
Private Finance Initiative (PFI)
The Private Finance Initiative was launched in 1992, underwent a detailed review in April 1995 and was renamed Private Partnership Funding in 1997. The aim of PPF is to provide a mechanism through which the public sector can secure improved value for money in partnership with the private sector. In effect the public sector procures the provision of fully serviced, maintained, repaired and renewed accommodation, road, bridges and equipment etc. for an agreed period and the private sector bidder provides the services through the creation of a capital project in accordance with an agreed output specification.
PTA
See Passenger Transport Authority.
Public Service Agreement (PSA)
A Public Service Agreement is an agreement between an individual local authority and the Government. It sets out the authority's commitment to deliver specific improvements in performance and the Government's commitment to reward these improvements. The agreement also records what the Government will do to help the authority achieve the improved performance.
Quality Bus Contract (QBC)
Introduced in the Transport Act, 2000, this is a mechanism allowing the relevant public transport authority to gain control of local bus services in all or part of its area. This control includes designation of routes, days and times of operation, frequencies, fares, vehicle types and other service standards. A QBC is similar to a franchising contract.
Quality Bus Network (QBN)
An informal agreement between a public transport operator(s) and the relevant public transport authority/ies to establish improved service provision across a designated area.
Quality Bus Partnership (QBP)
Introduced in the Transport Act, 2000, this is a voluntary agreement between an operator(s), the relevant public transport authority and other authorities, as appropriate, set up to deliver improved quality in local bus services. Statutory QBPs are a legal mechanism for improving local bus service provision. A statutory QBP cannot include arrangements stipulating frequencies or fares.
RDA
See Regional Development Agency
Real Time Information (RTI)
An electronically based system of passenger information provision. At stops or stations, displays provide up-to-the-minute information on the public transport services that use the stop or station. In Coventry, RTI is being used along Bus Showcase routes.
Red Routes
Red Routes improve the efficiency of the main roads by a regime of improvements and controls. These include:
LTP 2006 xcvii Glossary and Abbreviations
road improvements generally within the Red Route highway boundary and improved/innovative traffic signalling. controls which deal better with congestion caused by parked vehicles (in many cases illegally and unsafely) together with better enforcement to maximise compliance.
Red Routes ensure that the main roads operate as efficiently as possible so that people and goods can move about the network with less delay. As the strategy makes the main roads operate more efficiently opportunities arise to:
move more traffic and/or reduce delays; or provide improvements for other priority road users
This flexibility in the Red Route concept provides the ability to strike required balances by picking the appropriate measures from the Red Route ‘menu’ of measures to resolve local problems and issues.
Regeneration Zone (RZ)
An area designated in order to encourage urban renaissance, to help reverse long-standing trends of decentralisation of economic activity and population and to encourage the regeneration of local economies, There are five Urban RZs designated in the West Midlands RSS.
Regional Assembly
A body consisting of councillors and representatives from the private and voluntary sectors. England's eight regional chambers and assemblies were set up in 1999 to scrutinise the work of the country's eight regional development agencies.
Regional Development Agency (RDA)
An agency set up by Government has set up to promote economic growth and regeneration. There is one RDA in each of the eight English regions and one for London. The RDAs outside the capital were established in 1999 and have progressively gained more funding and freedom from Government Ministers. The RDA for the West Midlands is Advantage West Midlands.
Regional Economic Strategy (RES)
This is the framework for strategic decisions on economic development, regeneration and inward investment issues across a region. It is the responsibility of the Regional Assembly.
Regional Housing Strategy (RHS)
This is the framework for strategic decisions on housing issues across a region. It is adopted by the Regional Assembly.
Regional Planning Assessment (RPA)
An assessment of regional plans and other influences on a region’s development, used by the former Strategic Rail Authority, now DfT (Rail), to inform their longer-term plans for the national rail network.
Regional Prioritisation
A process introduced by Government in 2005 to advise on Major Schemes, as well as major Economic Development and Housing capital expenditure awaiting approval by Government during 2006/07 and subsequent years. The process is carried out within an overall regional expenditure framework determined by Goverment.
xcviii LTP 2006 Glossary and Abbreviations
Regional Spatial Strategy (RSS)
This is the framework for decisions on planning, transportation and other related issues across a region. It contains the Regional Transportation Strategy which gives a more detailed framework particularly for the development of local transport plans. It is adopted by the Regional Assembly.
RES
See Regional Economic Strategy
RHS
See Regional Housing Strategy
Right of Way
Local rights of way are defined in the Countryside and Rights of Way Act, 2000, as footpaths, cycle tracks, bridleways and restricted byways within a local highway authority's area and the ways within the authority's area that are shown in a definitive map and statement as restricted byways or byways open to all traffic.
Rights of Way Improvement Plan (RoWIP)
Introduced in the Countryside and Rights of Way Act, 2000, these will be statutory plans adopted by the local highway authority setting out how existing rights of way will be improved and new links provided to create a better rights of way network for pedestrians, cyclists, equestrians and people with mobility difficulties.
Ring and Ride
This is a dial-a-ride, door-to-door transport service for those unable to use or reach mainstream public transport. The service covers the area of the former West Midlands county and is almost wholly funded by Centro.
Road Information Framework
A DfT sponsored Highways Agency project. It provides data architecture and standards that will simplify information exchange across organisations, through the adoption of common processes and principles.
Route Utilisation Strategy
An assessment of how different services on a selected route or within a specific area operate and interact, used by the Strategic Rail Authority to develop timetables that can be operated reliably balanced with passenger demand and freight needs.
RoWIP
See Rights of Way Improvement Plan.
RPA
See Regional Planning Assessment
RPG
Regional Planning Guidance, now superceded by Regional Spatial Strategies.
RPP
Rail Passenger Partnership, a funding source for rail enhancements currently suspended.
LTP 2006 xcix Glossary and Abbreviations
RSS
See Regional Spatial Strategy
RTI
See Real Time Information.
RZ
See Regeneration Zone
Safer Routes to School
A travel awareness campaign that encourages parents who normally drive children to school to allow them to walk, cycle or use public transport instead. The aim is to reduce road congestion at peak times, reduce danger to pupils on their way to school and develop better road sense in children.
Safety Camera Partnerships
See Casualty Reduction Partnership
SCANNER
A method of measuring the condition of a road surface.
SEA
See Strategic Environmental Assessment.
Section 106 Agreement
An agreement, between a developer and local planning authority attached to a planning permission, to undertake some works, contribute to a fund or not do something associated with the proposed development. Also known as ‘section 106 obligations’ and sometimes referred to as ‘planning gain’.
Side Road Order
A statutory Order, normally made by the local highway authority and approved by the relevant Secretary of State, to close or change junction arrangements between a side road and a main road, usually as part of a road building or improvement scheme.
Single Capital Pot (SCP)
From 2002/03, funding for maintenance and integrated transport block has been made as part of the Single Capital Pot. SCP is awarded to each authority covering the four services of Transport, Education, Housing and Social Services. Authorities have discretion to spend this funding according to their own plans and priorities whilst demonstrating accordance with agreed outcomes and targets, some of which are contained in the LTP.
Social Exclusion
This term is used to describe people or areas that suffer from a combination of factors that include unemployment, high crime, low incomes and poor housing. The Government's approach to regeneration is based on tackling the problems posed by social exclusion as a whole, rather than simply focusing on its individual elements.
c LTP 2006 Glossary and Abbreviations
Social Exclusion Unit (SEU)
Set up by the Prime Minister in December 1997 to help reduce social exclusion by producing "joined up solutions to joined up problems". The SEU works with Government departments to research, implement and promote policies that tackle social exclusion and poverty.
SRA
See Strategic Rail Authority.
Strategic Environmental Assessment (SEA)
A process required by European Directive and adopted into national legislation whereby certain local authority plans and programmes have to be assessed for their potential impact on the environment with appropriate mitigation measures identified.
Strategic Rail Authority
The Government agency that was responsible for policy for the national rail network, including passenger and freight movement, and the management of passenger rail franchises. During 2005 its responsibilities were passed to the DfT (Rail) and other bodies.
Super Showcase
The West Midlands Area Multi-Modal Study (2001) identified the need for a network of “Super Showcase” bus routes in the West Midlands by 2015. The study defined the concept of super-showcase as one that represented a significant improvement in provision approaching rapid transit standards. This would involve reallocation of road-space, where practicable, together with bus priority measures at junctions. Priority measures would need to be virtually continuous and specific measures would also include selective detection systems at signal-controlled junctions, bus gates and queue relocation measures. Such mechanisms would be aimed at providing journey times equivalent to 95% of car speeds at peak times
TAMP
Transport Asset Management Plan.
TRACS-type surveys
A method of measuring the condition of a road surface.
Transport Innovation Fund (TIF)
A Government initiative to provide funding for work on reducing congestion. Local transport authorities were invited bid for the initial round of funding in autumn 2005. Further bids will be invited in subsequent years, but with no obligation on successful bidders to bid for later funding and no guarantee that successful bidders will receive funding from subsequent rounds.
Transport Shared Priority
One of a number of Shared Priorities, agreed between national and local government as a way of focusing on improving the delivery of public services (see chapter 3, section 3.6).
Travel Plans
A plan to encourage more sustainable travel, including car sharing, use of public transport, cycling or walking. Travel Plans can relate to schools, colleges or workplaces.
LTP 2006 ci Glossary and Abbreviations
TravelWise ®
A sustained travel awareness campaign that seeks to change society's travel behaviour by making people more aware of the social costs of traffic congestion, particularly those that have an impact upon the environment and public health. By highlighting the health and cost benefits to the individual, TravelWise ® encourages people to use their cars more carefully and to be more receptive to the idea of using alternative modes of transport such as bus, rail, walking or cycling. All the West Midlands Metropolitan Highway Authorities are members of this campaign.
Trunk Roads
A network of all purpose strategic routes of national importance for the movement of long distance traffic. They are 'A' class roads where the Secretary of State is the highway authority and the Highways Agency is responsible for maintenance.
TWA Order
An Order made under the provisions of the Transport & Works Act, giving powers to construct a major piece of transport infrastructure, often along a new route and including compulsory purchase powers.
UKPMS
United Kingdom Pavement Maintenance System.
Unitary Development Plan (UDP)
The statutory, definitive land use plan, produced by a local planning authority, that sets the policy context and framework for decisions on the development of land within the authority's area.
Urban Regeneration Company
A body set up to co-ordinate the delivery of urban regeneration schemes.
Urban Traffic Control (UTC)
A system of traffic signals, detectors and variable electronic signals linked to a computer programmed to achieve optimum traffic flow for a network.
UTC
See Urban Traffic Control
UTMC
Urban Traffic Management & Control; linking traffic signals to improve traffic flows along a road or corridor or across an area.
Virgin Trains
The Train Operating Company operating two SRA franchises; the West Coast Main Line, between London and Glasgow; and Cross-Country services, between the south and south west and the north of England. Both franchises operate through Birmingham New Street Station and serve some other stations in the Metropolitan Area.
West Coast Main Line (WCML)
The rail route between London (Euston) and Liverpool, Manchester and Glasgow through the West Midlands region along two routes. One serves Coventry, Birmingham International Airport, Birmingham
cii LTP 2006 Glossary and Abbreviations
New Street, Sandwell & Dudley and Wolverhampton; the other by-passes the Metropolitan Area via Rugby, Nuneaton, Lichfield, Stafford and Crewe.
West Midlands Area Multi-Modal Study (WMAMMS)
A Government-initiated study looking at the need for transport improvements across all modes (types of transport) and proposing improvements to cope with travel needs up to 2031. There was a requirement to consider solutions in terms of the national objectives of integration, economy, safety, accessibility and environment. The Study looked at an area covering the metropolitan boroughs of Birmingham, Dudley, Sandwell, Solihull, Walsall and Wolverhampton as well as the surrounding area with which there was a transport relationship.
West Midlands Casualty Reduction Partnership
See Casualty Reduction Partnership.
West Midlands Joint Committee
The Committee of Member representatives of each Metropolitan Authority, including each Council's Leader, and Member representatives of other Metropolitan Area-wide bodies (for example, the Fire Authority) that considers strategic issues. It has certain specific powers and makes recommendations on other matters for the constituent authorities to consider and adopt.
West Midlands Joint Planning & Transportation Sub-Committee
The Sub-Committee of Members representing each Metropolitan Authority, including the WMPTA, that considers strategic planning and transportation issues, including the LTP2 and its implementation. It has certain delegated powers and makes recommendations on other matters for the constituent authorities to consider and adopt.
West Midlands region
The area covering the former West Midlands county (the Metropolitan Area), the unitary authorities of Herefordshire, Stoke-on-Trent and Telford & Wrekin and the shire counties of Herefordshire, Shropshire, Staffordshire, Warwickshire and Worcestershire and all the districts within them.
West Midlands Regional Assembly
The body of local authority and other representatives from across the West Midlands region with statutory responsibilities for the Regional Spatial Strategy (RSS).
White Paper
A statement of official Government policy. Examples include “The Future of Transport” White Paper (see chapter 3, paragraphs 3.3.4 – 3.3.6)
WMAMMS
See West Midlands Area Multi-Modal Study.
Workwise
An award-winning initiative that provides unemployed people who attend Sparkhill, Chemsley Wood and Walsall Job Centres with personalised journey information and free public transport tickets to attend interviews, plus two months free travel passes when starting work.
LTP 2006 ciii Glossary and Abbreviations
civ LTP 2006