A Vision for the Future of Transport in Worcester 2019-2029

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Produced by Worcester Green Party Spring 2019 A VISION FOR THE FUTURE OF TRANSPORT IN WORCESTER 2019-29

CONTENTS

Summary of proposals

Diagram showing summary of proposals

Introduction Section 1.

Our Mission Section 2.

Health Paragraphs 2.5 – 2.6

Wealth Paragraphs 2.7 – 2.9

Enjoyment of life Paragraphs 2.10 – 2.12

Our strategy Paragraphs 2.13 – 2.14

Walking and cycling Section 3.

Active travel routes Paragraphs 3.9 – 3.10

Safer travel for young people Paragraphs 3.12 – 3.16

Bus services Section 4

Bus Users’ Forum Paragraph 4.7

Crowngate bus station Paragraph 4.8

Park & Ride Paragraphs 4.19 – 4.28

Roads Section 5

Foregate Street Station Paragraph 5.2

Road network management Paragraph 5.4 – 5.9

HGV Lorries Paragraphs 5.10 – 5.11

Motorbikes Paragraphs 5.12 – 5.13

Car sharing and hiring Paragraphs 5.14 – 5.15

Parking Section 6

Railways Section 7

Taxis Section 8

GPTV 01032020 2020 Revision List of attachments

APPENDIX ‘A’; Green Party Mission

MAP 1: Foot & Cycle Bridge: Kepax to Gheluvelt Park (para 3.3)

MAP 2: Foot & Cycle Bridge: Croft Road to Hylton Road (para 3.4)

MAP 3: Worcester Bridge east side pedestrian crossing (para 3.5)

MAP 4: Diglis to Ketch active travel route SWAT3 (para 3.9.3)

MAP5: City centre to Parkway station active travel route SWAT15 (para 3.9.7)

MAP6: City centre to Hospital active travel route AT16 (para 3.10.1)

MAP7: City centre to Shrub Hill Station active travel route AT18 (para 3.10.3)

MAP8: Park & Ride sites and cross city routes (para 4.19 etc)

MAP9: City centre circular bus service connecting car parks (paras 5.4; 6.1)

MAP10: A4440 Orbital – northern extension (para 5.6)

MAP11: East side Stage 1: Lowesmoor one-way (para 5.8.2)

MAP12A: East side Stage 2: St Nicholas Street/ City Walls Road junction (para 5.8.2)

MAP12B: St Nicholas Street/ City Walls Road junction improvement – Aerial view

MAP13: East side Stage 3: Pheasant Street one way (para5.8.3)

MAP14: East side Stage 4: Shrub Hill gyratory (para 5.8.4)

MAP15: East side Stage 5: Continuation of Padmore Street (para 5.8.5)

MAP16: New Street one way reversal (para 5.8.6)

MAP17: The Cross to Trinity Street one way reversal (para 5.8.7)

MAP18: King Street link road (para 5.8.8)

MAP19: Diglis industrial estate Lorry park (para 5.9)

MAP 20: Shrub Hill to Tunnel Hill (para 3.9.5)

MAP 21: Shrub Hill Bus/rail interchange

This Transport Vision has been compiled by: -

Councillor Louis Stephen; Councillor Matt Jenkins; Mike Sumpner; and Bob Hartwright on behalf of Worcester Green Party.

GPTV 01032020 2020 Revision THE GREEN PARTY VISION FOR TRANSPORT IN WORCESTER

SUMMARY

1. The Green Party Vision has as its core the following three principal criteria, which are fundamental to the evolution of our detailed policies. Namely: health, wealth and enjoyment of life.

2. The overarching mission of the Green Party is the commitment to save life on earth from extinction due to the effects of global warming We are very concerned about the accelerating pace of climate change, and our policies on transport are consistent with the national target for ‘net zero’ emissions by 2050. We are, therefore, campaigning for a rapid reduction in fossil fuel consumption and the areas where we can make a difference are summarised at the attached Appendix ‘A’. Our 10 year transport vision aims to focus investment on sustainable travel especially public transport.

3. It is a matter of urgency that Worcester City Council and the County Council create a more effective working joint working model, pooling both ideas and resources. To this end we recommend that a County councillor be appointed as Congestion Champion. Their task would be to convene a cross-party working group of city and county councillors and relevant officers to agree and implement a strategy to tackle city-centre congestion and rising air pollution within an agreed time frame.

4. We recommend co-ordinating the cost of public transport with car park charges, so as to encourage greater bus use. We recognise the importance of winning over the hearts and minds of the public to the environmental benefit of reduced car dependency.

5. In order to persuade people over time to adopt more sustainable means of transport, we support proposals in the Masterplan to consolidate car parks around the historic centre. However, unless there is a gradual reduction in the number of central car park spaces, congestion will not be reduced. Like Oxford, we propose investment is directed at public transport, more outer park & ride sites and improvements to the existing road network. In Worcester’s case bus services, which provide mobility for the young and elderly particularly, need to be promoted more effectively.

6. Our strategy for achieving this vision comprises the following six complementary policy areas which are addressed separately in our Vision: - walking & cycling; buses; roads; parking; rail; and taxis.

7. WALKING & CYCLING: are healthier for all citizens. We note the Active Travel routes for cyclists and walkers, which are planned in the County’s LTP4, and would urge that these and others are implemented as soon as possible. We propose that every school and college in the City should implement a healthy travel plan.

8. We believe that connecting bus services between the park & ride sites with relatively few stops would provide an attractive alternative to use of the car for travellers to the city centre and across town. Five new sites around the City boundary are suggested in the report and subject to successful negotiation to purchase, each terminus site could be developed to provide a generous Park & Ride car park.

9. ROADS: We welcome the commitment of the County Council to prepare a City Centre Transport Strategy as stated in its LTP4 plan, following the City’s approval of its own Masterplan. We have suggested some traffic management measures in the city centre in our report and will continue to urge members and officers to encourage alternative modes of transport. We expect that the County would need to make bids for funding from its Local Enterprise Partnership for these purposes.

GPTV 110919 2019 Revision DIAGRAM SHOWING SUMMARY OF PROPOSALS

TACKLING CONGESTION & IMPROVING AIR QUALITY

REDUCING TRAFFIC VOLUME IMPROVING TRAFFIC FLOWS

APPOINTMENT OF CONGESTION “CHAMPION” TO LEAD PERSUASIVE PROACTIVE CROSS-PARTY COMMITTEE OF CITY & COUNTY COUNCILLORS TO DEVELOP AND CO-ORDINATE POLICY

PUBLIC WALKING & STREET PARKING CHARGES INFRASTRUCTURE INVESTMENT PARKING & LOGISTICS TRANSPORT CYCLING RESTRICTIONS & RESTRICTIONS

King Street link road. and revised New foot/cycle bridge Foregate Street traffic Review peak hour parking New multi-story car park Tybridge Concessionary fares junction layout City Walls Rd/ Kepax to Ghulevelt Park calming. Amended signage charges Street (Homebase) Sidbury/ College Street/Edgar St to disperse through traffic. Severn Way widening Bus users forum and west side between Sabrina Residents only parking Redesign car park King Street with liaison with bus Shrub Hill bus/rail interchange & Kepax-Ghulevelt bridges St Mary’s Street and areas new link Road operator Sansome Walk – Tybridge St & Croft Rd restriction to HGVs elevated foot/cycle link to Lowesmoor – one way west to east. Improve routes and Consolidation of small New station car park at Shrub Hill timetables Foregate Street central city car parks New cycle route from Lowesmoor / St Nicholas St. / Sansome St. / City Walls Rd – Resolve punctuality & city centre to County Management of on-street Car parks and rail station to be junction improvement reliabilty issues Hall & Hospital parking served by circular ‘shuttle’ bus. New cycle route from Ring fenced parking Pheasant Street – one way north to Park & ride and cross- city centre to south Worcestershire Parkway surcharges to subsidise city bus routes public transport Severn Way widening Shrub Hill gyratory to include Shrub Hospital parking – reduce Diglis Dock to Ketch Hill Rd, Tolladine Rd, Sherriff St & demand by improved bus Bus service promotions island Newtown Rd services New pedestrian crossing New Street - Reversal of traffic flow east side of river bridge south to north Park & rail Additional active Travel The Cross/ St Swithins St/ Trinity St. routes for cyclists and Reversal of traffic flow The Trinity walkers Northern orbital phase 1 – Bromyard Share with care footpath Rd to Martley Road – land Newtown Road reservation eastward Northern orbital phase 2 – Martley Share with care, Road to Hallow Road – land signage and barriers reservation Cycle racks, cycle hire & electric bike charging points Page | 1

THE GREEN PARTY VISION FOR TRANSPORT IN WORCESTER

1. Introduction

1.1. Worcester Green Party has reviewed its 2017 Vision for Transport and is pleased to present this revision for discussion. We have taken into account the County’s Local Transport Plan (LTP4) and the City’s City Centre Masterplan. We acknowledge the statement in LTP4 which outlines that in South Worcestershire, the main challenges will be:

• To relieve congestion • To enable and promote growth • To enhance journey time reliability • To address deteriorated ambient air quality • To improve all aspects of road safety

1.2. We propose that the City and County Councils set up a joint working group with principal stakeholders led by a “Congestion Champion” appointed by the County Council. The group’s task would be to co-ordinate city-wide transport strategies embracing improvements to air quality, public transport and car parking policies. These issues need to be addressed simultaneously for implementation in phases to an agreed time frame. In order to contribute constructively to this process, we will consult with elected members and stakeholders about policies and with officers about implementation.

1.3. Whilst we will remain consistent with our policies, we also accept that our indicative solutions will need to be subjected to rigorous technical cost benefit analysis by the County’s officers in order to determine a business case and prioritise projects. We acknowledge that the City and County Council’s resources may be limited for the foreseeable future but many of our proposals could be implemented within five years while some may need up to ten years.

2. Our mission

2.1. The overarching mission of the Green Party’s policies is the commitment to protect life on our planet from the effects of global warming. Our policies on transport focus on the national target for ‘net zero’ emissions by 2050 and the areas where we can make a difference are summarised at the attached Appendix ‘A’.

2.2. Health, wealth and enjoyment of life are the natural desires of human kind. The Green Party’s vision for transport in Worcester aims to satisfy these aspirations by creating a safe and pleasant environment in which people can live and work and which offers an attractive destination for tourists and newcomers relocating to the area.

2.3. Traffic congestion in the city centre is the principal cause of public discontent but management of the City’s transport systems has failed to keep pace with population growth and the ever increasing numbers of vehicles. Congestion has a negative effect on the city’s image and the health and wellbeing of its citizens which depresses the local economy. Our mission is to create an environment in which the public, consensually, adopt sustainable life styles and progressively reduce their dependence on cars in favour of alternative modes of transport.

2.4. The Green Party’s Vision takes a holistic approach which has as its core the following three principal criteria which are fundamental to the evolution of our detailed policies.

Health

2.5. The direct impact on health from traffic congestion is manifested through respiratory diseases attributable to pollution. Poor air quality causes 40,000 premature deaths a year in the UK (Royal College of Physicians – February 2016). On a pro rata basis by population approximately 60 deaths per year could be expected as Worcester’s share of the national premature deaths total. Indirectly, issues of mental health and wellbeing arise from the frustration of wasting time sitting in congested traffic and the failure to get to work on time, attend appointments or fulfil family commitments.

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2.6. Our policies seek not only to improve air quality but also to encourage healthier life styles by promoting cycling and walking which particularly benefit the health of our children. It is an accepted fact that these activities reduce costs to the National Health Service and increase life expectancy.

Wealth

2.7. A vibrant city centre in which people can move freely to access employment, education, health care, shopping and recreational facilities is an essential ‘ingredient’ of a thriving economy. Congestion has a negative impact upon the local economy and costs local businesses dearly in terms of lost opportunities. It deters businesses from setting up in Worcester and discourages tourism and trade from passing traffic that is disinclined to divert off the motorway.

2.8. According to the Centre for Economics and Business Research (October 2014) the cost of traffic congestion in the UK is over £12 billion a year. By population size, Worcester’s share of the UK cost equates to approximately £18 million a year. We appreciate the work of the City’s Business Improvement District (BID) members and will listen to their concerns.

2.9. Our policies seek to make the local economy prosperous by improving the appearance and accessibility of the city centre and we promote schemes which address traffic bottlenecks, encourage alternative modes of transport and improve public safety.

Enjoyment of life

2.10. Time is a precious commodity which greatly impacts on enjoyment of life since the time taken commuting to work, taking children to school, visiting the doctor or doing day to day activities, such as shopping, restricts the time available to pursue hobbies and recreational activities.

2.11. Our policies seek to reduce private journey times by addressing congestion and to promote walking, cycling and fast, punctual and reliable public transport alternatives which make the city more accessible.

2.12. We aim to make a visit to the city a joyous experience, where locals and visitors can soak up the ambience of the historic buildings, walk along the riverside, have a day at the cricket or races, enjoy a restaurant meal or simply have a coffee in traffic free streets.

Our strategy

2.13. Worcester can be a better place to live and work where life is easier for pedestrians, cyclists public transport users and motorists The Green Party’s strategy aims to promote a vibrant local economy by transforming the city to a less congested and more attractive destination for both residents and visitors. To make the city centre healthier and more accessible where travel is safe, pleasant and affordable our policies will:

 Promote sustainable modes of transport.  Reduce traffic congestion in and around Worcester city centre.  Reduce the cost of using public and raise the cost of car parks in peak hours.  Reduce the amount of air pollution caused by slow-moving traffic.  Improve management of on-street parking.  Encourage electric vehicles and more public charging points.

2.14. Our strategy for achieving this vision comprises six complementary policy areas, which need to be addressed simultaneously by our stakeholders:

 Walking & cycling  Buses  Roads  Parking  Rail  Taxis

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3. Walking and cycling

3.1. Walking and cycling are healthier for all citizens but the existing footpath and cycle network needs substantially improving and extending to attract more walkers and cyclists. We acknowledge the Active Travel routes for cyclists and walkers, which are planned in the County’s LTP4, and will urge that these and others are implemented as soon as possible.

3.2. We suggest that County officers employ the ‘cycling propensity tool’ to identify which active travel routes would generate the greatest increase in active travel. By combining the data with cost/funding availability a route priority list could be established. Major employers or groups of employers, readily accessible from existing and new routes could be supported to encourage employees to walk or cycle. A ‘choose how you move officer’, funded by the city Council, and working with volunteers and employers to determine viable alternative active modes of transport could make significant achievements at low cost.

3.3. The Sabrina and Diglis bridges are a successful asset well used by walkers and cyclists as also are the connecting foot and cycle paths at either side of the river between Diglis Bridge and Gheluvelt Park. They are a considerable tourist attraction and the walk from the Worcester Bridge to Diglis along the Kleve Way, in particular, is enjoyed by many visitors. We aim to build on this success by promoting extension of the existing shared pedestrian and cycle network along the banks on both sides of the river within the City boundary.

3.4. The Green Party supports the proposed northern foot and cycle bridge which is most likely to be built across the River Severn from Gheluvelt Park to the old Kepax landfill site off Hallow Road. It is presently being surveyed and we will actively pursue this project with the City and County Councils. (Map 1).

3.5. The City’s Masterplan proposes a Low Line walking route alongside the railway viaduct arches connecting Foregate Street station with the riverside and includes a new river crossing. We support this proposal but believe the route should be attached to the railway arches or erected close to them and should be elevated at its crossing of Croft Road (Map 2).

3.6. We also considered the Masterplan proposal for a floating underpass beneath Worcester Bridge, but rejected this on technical grounds owing to fluctuations in the river level. Instead, we propose an additional toucan crossing at the east end of the bridge. (Map 3).

3.7. We believe the number of cycle-lane repeater signs should be increased and that all steel barriers that unnecessarily impede cyclists, those with prams and buggies or wheelchair users should be removed except where safety would be compromised.

3.8. We support ‘share with care’ along Kleve Walk and propose this is applied to the High Street between Cathedral Square and The Cross, allowing cyclists to use it all day long. Some separation may be necessary.

3.9. For walkers and cyclists we support the County’s South Worcestershire ‘Active Travel’ corridor schemes (SWAT) as detailed in the County’s LTP4 and listed below. Where these are off-road, all routes shared by pedestrians and cyclists need to be 3m wide.

1. SWAT1 Worcester to Malvern Wells (NCN41) Active Travel Corridor 2. SWAT2 Worcester to Droitwich Spa Active Travel Corridor see existing national route NR46 3. SWAT3 Worcester to Kempsey Active travel Corridor – the City has started work on the section from Diglis to the Ketch. On each side of Carrington Bridge easements could be negotiated permitting walkers and cyclists to connect with the A38 via existing access drives to the Caravan Park and the Motor Yacht Club respectively. (Map 4). 4. SWAT4 Worcester to Hallow - this may include SWAT13: Sabrina Bridge to Kepax 5. SWAT12 Sixways to Lower Broadheath – passing over the proposed bridge at Gheluvelt Park to Kepax as described in paragraph 3.4 above. 6. SWAT13 Worcester River Severn Active Travel Corridor (Sabrina Bridge to Kepax)

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7. SWAT14 Worcester to Birmingham canal – national route NR45. The towpath is very narrow in the city centre but a 3m width is, nevertheless, needed throughout its length. 8. SWAT15 Worcester to the Worcestershire Parkway station – a largely on-road route is at design stage and will include a new bridge over the A4440. (Map 5).

3.10. We also propose additional routes as follows:

1. AT16: Between the City and County Hall and Hospital via Perry Wood (Map 6). 2. AT17: Eastward up Newtown Road hill section by converting the northern footpath to a share- with-care footpath. A cycle lane is not needed going downhill because most cyclists travel quite quickly downhill. 3. AT18: A good, clearly marked footway, from Shrub Hill Station into the city centre, via Cromwell Street and St Martin’s Quarter negotiating routes for walkers and cyclists through ASDA car park. (Map 7). 4. AT19: Referring to paragraph 3.5, a bridge over Hylton Road is included to provide an attractive express route between, St Johns, Croft Road and Foregate Street suitable for both pedestrians and cyclists for its entirety. (Map 2). 5. AT20: A new footway and cycle route through Shrub Hill Industrial Estate to replace the existing hazardous stepped path. The active travel route will be extended in two phases to Tunnel Hill using in part the existing footpath from Tolladine Road to Vicar Street. (MAP20)

3.11. To encourage greater use of cycling our policies seek to:

 Promote introduction of charging points and hiring points for electric bikes in the city centre, noting the City’s hilly topography.  Encourage the City council to work with the County council to reallocate a number of car parking spaces behind the Museum and Art Gallery for visitors and members of staff who arrive by bike.  Promote a city cycle-hire scheme based at the stations and other sites in and around the centre for manual and electric bikes  Promote contra-flow routes for cyclists to allow them to move in both directions on one way existing and proposed routes.  Encourage local businesses to install cycle racks wherever possible.

Safer travel for young people

3.12. Much congestion occurs around school and college pick-up and drop-off times. Safer routes to schools are an investment in our future city and a major tool for managing congestion from which we all benefit. We propose that every school, academy and college in the City should have, and use, a green travel plan for travel to school.

3.13. Cars outside school gates create an accident risk and air quality related health problems and our policies aim to discourage indiscriminate parking. Children and young people miss out on the valuable daily exercise and independent experience gained from making their own way to school. Walking buses, where one or more responsible adults walk children to school picking up other children on the way, are cheap to implement and good for children.

3.14. Residential side roads in the areas around some schools already have 20mph speed limits. As most schools are in residential areas, city-wide 20mph speed limits on these side roads would make it safer to walk or cycle to school.

3.15. We will lobby the authorities to plan sufficient school places near to where people live to enable most children to walk or cycle to school. However, since an increasing number of schools are now outside of the control of the Local Education Authority, we will expect the Planning Authority to assist in this.

3.16. The County Council should coordinate school and college bus services to provide services that cover all participating schools, in the county both public and private.

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4. Bus services

4.1. The problems surrounding provincial bus services originate from privatisation and deregulation in 1987. Since 2010, due to Government austerity and the reduction in central grants, local councils no longer subsidise bus services to the same extent and some services have been lost.

4.2. Buses provide mobility for the young and elderly and are a lifeline to the most vulnerable residents for shopping, picking up medication, attending doctor’s appointments, socialising etc. Buses could, potentially, have the greatest impact on tackling the ever increasing congestion and air quality issues which are blighting the city.

4.3. First Bus Company is a private enterprise. Their business model does not include the provision of loss making services but subsidies paid directly to the operator do not incentivise potential users. We will, therefore, collaborate with the City & County Councils and bus companies to consider alternative schemes to encourage greater use of bus services. These could include options under which passengers ride free or at a discounted price. Employers, colleges, schools etc. within the City could be encouraged to offer discounted bus passes to their employees. This could begin with the staff employed at County Hall and City Council offices.

4.4. As bus services can reduce congestion a saving is accrued by reducing capital expenditure on alternative highway investment. We will discuss with the County Council a method by which this accrual can be evaluated and spent to promote bus travel.

4.5. As services are privately operated and subject to market conditions, the County Council has little influence over the services offered. Whilst First Bus has a near monopoly and services are not subject to competition, the introduction of other providers might create issues of profitability and have a negative overall effect on services. The Green Party will lobby central government to empower county councils to control and franchise bus services. Currently only London and areas with directly elected mayors can do this.

4.6. We believe that several routes fail to meet passenger aspirations. As a result passenger numbers fall and in response the operator increases the price and in turn loses yet more passengers. Punctuality is also a major issue of passenger discontent which First Bus attributes to traffic congestion. Services must be punctual, reliable, and frequent and operate on the routes and at times required by users and the journey time and cost must be commensurate with private motoring. The services in Worcester fail these criteria and now need review.

4.7. The Green Party has convened a Bus Users Forum comprising a cross-party working group of the City Council, County Council and First Bus to consider how services can be improved. The forum needs support from the City and County Council and local businesses for any hope of success. We suggest the forum’s remit could be reviewed to:

 Report regularly on its website so that First Bus continues to improve its customer services and does not become complacent.  Address punctuality issues  Review the bus routes and the frequency and times of operation  Consider a standard trip charge of £1, or free travel for journeys within Worcester which would promote greater usage and speed up the operation of services at bus stops.  Promote the advantages of using buses and generate a sense of social conscience that recognises the economic and health related benefits from alternative means of transport.  Raise the profile of bus travel and give bus users a voice to work with the Councils and bus companies.

4.8. The location of the Crowngate bus station presents a number of issues:

 Angel Street is one of the main approaches to the Crowngate bus station. It is used by some 15 plus buses per hour at peak times and the resultant environment and poor air quality considerably detracts from the amenity of this central area of the city.  Exits to the Butts and All Saints Road are congested causing issues for punctuality.

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 The numerous buses both approaching and within the bus station give rise to poor air quality in the surrounding streets and shopping precinct.  The existing bus station lacks a customer service desk and the interior design is not welcoming to potential passengers.

4.9. The above issues concerning Crowngate bus station need to be addressed so that it can better serve as the central bus station. Bus movements need to be given priority and bus emissions need to become pollution free.

4.10. We support the Masterplan proposal for a bus/rail interchange at Shrub Hill Station, but would prefer it to be located on the site of the NHS workshops together with a café at ground level. Passenger lifts from the interchange should preferably be sited within the station rising to platform and footbridge levels. (Map21)

4.11. Many of the city’s bus services are underutilised particularly at off-peak times. Partially empty buses create a disproportionate amount of pollution from diesel fumes relative to the number of passengers they carry. The alternative of operating smaller buses more frequently at peak times with a reduced frequency at off-peak times might be worthy of consideration. The use of mini- buses and electric buses should also be encouraged. However, the economics and logistics of providing services is a matter for the operators.

4.12. Some areas of the city are not covered by First Bus and the period over which services operate on most routes within the city is too short. Journeys across the city are impractical as no attempt is made for timely changes between services. We will encourage smaller private operators to fill gaps where necessary and community-run bus services to extend their services.

4.13. As large national bus companies carry considerable overheads they find difficulty in competing with small local firms when tendering for school services. An opportunity is, therefore, missed to integrate school services with those carrying general members of the public which would support the financial viability of bus services. However, this may be problematic as older travellers may find their younger fellow travellers a little boisterous.

4.14. The challenge of ‘weaning’ motorists off use of their cars cannot be underestimated. We will endeavour to achieve a greater awareness of the benefits by promoting bus travel in the City Life magazine, the press and on-line feedback from the new Bus Users Forum and customers themselves. However, promoting bus travel will be to no avail unless the present services are vastly improved to meet the aspirations of potential users.

4.15. As well as supporting senior citizens’ concessionary bus passes, we will promote a young person’s travel card that allows children or young people in full time education aged 11-18 to travel free.

4.16. Contactless payments are already accepted by First Bus. We will support Oyster card style through ticketing, so that passengers changing buses or to or from trains on route do not have to purchase separate tickets for each leg of their journey.

4.17. Bus travel could be made more attractive by improvements to bus route infrastructure, such as more shelters and bus lay-bys. Real time electronic information should also be employed to a greater extent such that real time GPS bus data and timetables are ultimately provided throughout the bus network.

4.18. We support the relocation of the Padmore Street bus garage to an Industrial Estate. The workshops on Padmore Street could then be developed for canal side housing.

Park and ride

4.19. Our objective in common with others, is to encourage visitors to Worcester, to spend money and enjoy the ambience of the city’s, cathedral, riverside, green spaces and historic centre but the current traffic-congested streets are a disincentive which affects the city’s prosperity. Visitors using P&R sites have easier journeys and no parking problems, while local residents benefit from less congested streets and better air quality. We aim to make it easy for visitors to complete the last

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part of their journey into Worcester by public transport. Travellers using park & rail will have similar benefits.

4.20. We note the success of P&R schemes in Oxford, Truro and Bath. Oxford has five peripheral P&R sites and in the city centre there are fewer car parking spaces with higher parking charges. We propose a similar strategy for Worcester co-ordinated with existing city bus services and routed to avoid competition with successful routes such as the 144 via Droitwich Road.

4.21. Existing city services would continue to serve residential areas, businesses, retail parks, employment areas and leisure centres whilst the P&R services would serve commuters, shoppers and tourists from outside the City. As the uptake of P&R increases the demand for central car parking spaces and the revenue from parking charges would reduce. This would facilitate consolidation of inner city parking and charges could be raised so that the effect of revenue from parking charges remained neutral.

4.22. Journey time is one of the principal criteria affecting a person’s decision on mode of travel. Buses must be able to travel from the outskirts to the city centre quickly, easily and in a time comparable with private motoring. We believe that bus services from the P&R sites, with strategic request stops only, would provide an attractive alternative to the use of the car for travellers both to the city centre and across the city.

4.23. Detailed analysis of existing motorist’s habits and travel patterns will need to be undertaken to determine the optimum location and suitability of sites, the number of parking spaces to be provided and the routes and frequencies of interconnecting bus services. As future resources of the City and County Councils are likely to be limited for the foreseeable future, each potential site will need to be subjected to rigorous cost benefit analysis in order to determine a business case and prioritise projects. Applications for partial funding could be submitted to the County's Local Enterprise Partnership.

4.24. As much preparatory work needs to be done we are only able to put forward an elementary proposal for three Cross City routes, as below, based on notional P&R sites in the vicinity of Grove Farm, Nunnery Way, Powick Hams, Broomhall Way and Blackpole in addition to the existing Sixways site. (Map 8).

1. Six ways to the Grove Farm area via the Hospital and Crowngate. This should relieve the demand for more parking spaces at the hospital. 2. Nunnery Way to Powick Hams via London Road and Crowngate. 3. Off Broomhall Way to the south east of the Ketch Island, to or near Blackpole Road industrial estate via Bath Road, Sidbury, City Walls Road and St Martin’s Gate

4.25. We propose a City Centre circular bus service connecting car parks and rail stations (Map 9)

4.26. We will liaise with the operator to determine how new services could be integrated with existing services and to what extent, if any, the new services compromise the economic viability of existing services.

4.27. Most National bus services operate via the M5 and stop at Sixways due to its proximity to junction 6 of the M5. This incurs minimum time penalty for passengers on route between other UK cities. Our goal is to reduce congestion sufficiently to enable some of these national services to stop in the city centre, so that passengers can easily visit the centre. The P&R service from Sixways will provide a shuttle service into town for national services that prefer to by-pass the centre.

4.28. The existing Sixways P&R site is served by a local private company which provides services to Worcestershire Royal Hospital only to address the shortage of parking for both for visitors and hospital staff. Development of Sixways as a strategic P&R site would provide those arriving via the M5 junction 6, Kidderminster (A449), Evesham/Stratford (A4538) Droitwich (A38) and the inhabitants of Warndon Villages and the outer environs of the city with quick and easy access to the city centre.

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5. Roads

5.1. The historic centre has a welcome network of pedestrianised streets. In addition, streets where vehicles are permitted to gain access to properties only have succeeded in improving the environment for shoppers and could be repeated elsewhere.

5.2. We agree with the proposal in the Masterplan to calm traffic in front of Foregate Street Station. Through traffic from south of the City heading for Kidderminster and Bromsgrove which is currently directed from Sidbury via City Walls Road, St Nicholas Street and Foregate Street could be dispersed on alternative routes. Heavy goods vehicles could be directed via College Street, Deansway, Croft Road and Castle Street, while light traffic could be diverted at St Martin’s Gate via Rainbow Hill and Blackpole Road for the A449 to Kidderminster, or via Tolladine Road towards Six Ways for Droitwich and Bromsgrove. For this purpose junctions at the foot of Blackpole Road and at the top of Hurst Lane could each be improved with traffic lights. Regarding Foregate Street itself, better signage is needed to the existing drop off and pick up space in the loading area. This could be signed on approach and on the ground to confirm the existing facility.

5.3. Much of the City’s population is resident on the west of the river Severn, whereas most employment opportunities are either within or to the north and east of the city, as also are the hospital, most retail parks and secondary education schools and colleges. This naturally results in a large volume of traffic movement from west to east over the Worcester Bridge, particularly at peak hours, which congests the North Quay, Dolday area. This is exacerbated by residents on the western side of the river using this route to reach Kidderminster or the M5 at junction 6. New express bus services through St Johns and City circular buses linking with Cripplegate Park could significantly reduce congestion on Worcester Bridge.

5.4. We agree that traffic from the west and south-west heading for the M5 junctions 6 or 7 should be directed around the southern link road (A4440). The on-going widening of the southern link road will progressively make it more attractive than the alternative route through the City centre.

5.5. The County Council have ruled out northern extension of the A4440 orbital towards Bevere until after 2030. However LTP4 includes an ambitious scheme which would involve the development of a new western link road connecting the A4440 (Southern Link Road) with the B4204 Martley Road. Whilst we support this proposal we reserve judgement on future extension towards the Hallow Road pending analysis of the impact that proposed residential development and other measures to reduce vehicle usage have on congestion on the present routes. However, there is scope to improve junctions on the route to Kidderminster via Hallow, Holt and Ombersley. (Map 10).

5.6. We are pleased that the County’s & City’s joint Regulatory Services are extending the scope of their air quality management operations across the city centre.

5.7. Punctuality, reliability and journey time are essential criterion of successful public transport. Congestion is endemic in Worcester due to the inadequacy of the road network, utility street works and road repairs. We recognise the need for a balanced approach to tackling congestion and pollution in the City. Our policies not only promote alternative modes of transport to restrain the growth in vehicle numbers but also include investment to increase infrastructure capacity.

5.8. We welcome the County Council’s commitment to prepare a City Centre Transport Strategy as listed in its LTP4 plan, following the City’s approval of its Masterplan. We will seek to participate in the preparation of the strategy and offer suggestions to reduce congestion by encouraging alternative means of transport and improving traffic flows by eliminating bottlenecks.

5.9. Proposals will be subjected to traffic modelling and cost benefit analysis by the County before preferred options are recommended to members but the following interventions are offered for consideration:

1. Lowesmoor: - One-way west to east only. Lowesmoor is a depressed area and suffers a number of problems such as poor air quality, lack of parking for local shops etc. which the proposal attempts to resolve. Although Lowesmoor is one of the main bus routes into the city

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we consider that the overall impact on bus services to be beneficial. A bus lane could be incorporated if it can be provided without creating issues for general traffic.(Map 11)

2. City Walls Road/ Sansome Street/ Lowesmoor/St Nicholas Street junction: - Removal of the ‘U’ turn via Silver Street will enhance north to south traffic flow and facilitate modified traffic signals for pedestrians only. Optional bus lanes from St Martins Gate via City Walls Road and St Nicholas Street with a new bus stop at Cornmarket could be incorporated to improve services. (Maps 12A & 12B)

3. Pheasant Street: - one way north to south only. By making Pheasant Street one way north to south it is possible to improve traffic flow via Lowesmoor which is an air pollution black-spot. In addition, it removes the issue of queuing traffic entering the ASDA car park and facilitates removal of the belisha beacon crossing close to the ASDA entrance. Therefore, whilst we would prefer that Pheasant Street be widened and retained as two-way we consider that the overall benefits of a one-way system outweigh the disadvantages. (Map 13)

4. Shrub Hill area: - one way gyratory system. A gyratory system including Newtown Road, Shrub Hill Road, Tolladine Road and Sherriff Street will improve traffic flows and permit the removal of traffic signals, although appropriate pedestrian crossing signals will need to be retained where needed. Provision of bus stops for passengers connecting with Shrub Hill station from Shrub Hill Road and Tolladine Road will also need to be considered.(Map 14)

5. Padmore Street extension to George Street. One way southbound. If and when the bus depot is relocated, Padmore Street could be widened and extended to meet George Street forming a clockwise gyratory with Pheasant Street. This would re-instate the direct route from St Martins Gate serving the radial routes on Rainbow Hill, Tolladine Road and Newtown Road. ( Map15)

6. New Street – Reversal of one way direction. Removal of the ‘U’-turn in City Walls Road via Silver Street could require the direction of travel in New Street to be reversed to enable motorists exiting the Corn Market car park to reach eastern and southern sides of the City. However, as our proposals include removal of the small city centre car parks such as the one at Corn Market, this change of direction may not be needed. (Map 16)

7. Trinity Street, St Swithins Street and The Cross: - Reversal of this one way ‘access loop’ will ease congestion at the junction of St Nicholas Street, The Cross and The Foregate and improve northbound traffic movement. The existing traffic signals at this point can be removed although appropriate pedestrian crossing signals will need to be retained (Map 17)

8. King Street link road: Providing a link road from City Walls Road to King Street across the car park to improve access to and egress from this principal tourist destination for coaches, buses and taxis as well as cars. (Map 18)

Heavy goods vehicles (HGV)

5.10. Lorry drivers use Croft Road as an overnight park as it provides easy access to the centre. They generally arrive after the evening rush when they have little impact either on congestion or prospective visitors to the city. In order to enlarge the riverside park, we propose closing the Croft Road lorry park and relocating it to a suitable site, such as Navigation Road in Diglis Industrial Estate. (Map 19)

5.11. We will encourage the County to survey the number of HGVs using Worcester Bridge, The Butts, Sansome Walk, Lowesmoor and Rainbow Hill and to advise where weight restrictions would benefit these routes.

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Motorbikes

5.12. Motorbikes take up less space on the road and in car parks. Typically they are more fuel efficient than cars and run on petrol rather than diesel so produce less air pollution. We believe more motorbike parking spaces should be created to cater for an increasing demand.

5.13. Motorbikes will be allowed to use city centre bus lanes.

Car sharing and hiring

5.14. Many cars regularly commuting into the city have just one occupant, the driver. Worcestershire County Council already has a public online lift-share website. This website needs to be publicised more extensively on advertising hoardings, the back of the buses and on-line.

5.15. We consider that car hiring and sharing schemes should be encouraged more widely by providing incentives to car hire companies and promoting new and additional car share schemes. Dedicated parking spaces could be provided to participants in such schemes.  6. Parking

6.1. We propose that the Congestion Working Group called for above and the Bus Users Forum consider car space numbers and parking charges simultaneously with our Park & Ride and cross- city bus proposals

6.2. As proposed in the Masterplan Movement Map, our aim is to close smaller car parks, and consolidate existing car parks, so that there are fewer, but larger, well-signposted car parks located around the city centre. Having just a few, large multi-storey car parks makes it quicker and easier for those that do drive into Worcester to park, thus reducing the number of cars that are driving around Worcester searching for a parking space. Measures may be necessary to ensure that all major car parks can be entered without queuing impeding through traffic flows.

6.3. We do not fully support the Masterplan policy to consolidate and maintain the existing number of car parking spaces. Together with other measures, such as better bus services, we believe there is scope to reduce the overall number of parking spaces. As bus services gain more custom, a gradual reduction in the number of central parking spaces can be achieved providing the opportunity for a successful comprehensive Park & Ride scheme. (Map 9).

6.4. We believe that the proposal for a multi-storey car park on Tybridge Street would relieve pressure on Worcester Bridge.

6.5. Closing small car parks would enable land in the city centre to be put to new uses including public space. We will consult the public to determine how the small car parks which are to be removed could be developed. Piazza-style open spaces on areas such as the Cornmarket could be a possibility.

6.6. We consider that requests from residential areas for residents only parking schemes should be given sympathetic consideration. Having separate street-by-street schemes can lead to anomalies where the odd street misses out. An alternative approach may be to have a number of zonal parking schemes covering areas close to the city centre. Where on-street parking impedes traffic flow, as at present, it should be reduced to one side only. In some cases, such as Wyld’s Lane, it may be necessary for the Highways Authority to negotiate and fund more off-street parking for residents.

6.7. The Council could incentivise those with front gardens to create their own off road parking by offering to put drop-curbs in for free. They could also assist with planning and arrange deals, for residents, with companies offering permeable surfacing solutions. Trees, hedges and borders could then be planted between parking spaces to help alleviate the effects of emissions and run- off. If sufficient residents took advantage of these incentives, all narrow city roads could become double yellow lined.

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6.8. In the event that alternatives to on street parking arrangements cannot be agreed a more robust stance is required to discourage those with nowhere to park from owning a car.

6.9. The City Council has invested in electronic displays advising motorists which of the Council car parks have available spaces. This system should also include private car parks.

6.10. Congestion is very bad at the beginning and end of each day due to commuter traffic. A considerable proportion of this traffic is attributable to those employed within the city who park at long stay car parks. Long-stay parking is a major issue and whilst it is cheaper to park all day than get a return bus ticket, people will continue driving into Worcester. Therefore, there is a need to increase the cost of long-stay parking to ensure that it is more costly than the bus. As those parking their vehicles at peak times are likely to be employed within the city, the increased parking charges would unfairly target them. Therefore, employers should be are encouraged to offer parking permits and/or concessionary bus travel for this group.

6.11. Increased parking charges must be accompanied by improved bus services and the frequency, reliability and punctuality of services must meet potential passenger’s aspirations. As and when more commuters leave their cars at home bus fares could be reduced which would have a positive impact attracting yet more passengers.

6.12. We will encourage the use of electric vehicles and bikes by providing charging points and preferential short-term parking in the city centre. Solar panels, which have been agreed for St Martin’s car park, could be installed above other central car parks.

7. Railways

7.1. Worcester is bypassed by the cross country inter-city line through Derby and Birmingham to the South-West. Rail access to the wider rail network has only been viable by making connections at Birmingham New Street and Cheltenham Spa. Worcester’s lack of connectivity with other major towns and cities severely restricts economic relationships with other parts of the United Kingdom.

7.2. We note from LTP4 the commitment to the new Worcestershire Parkway station sponsored by the County Council in order to address these issues. The station being constructed at the intersection of the North Cotswold and Cross country routes is due to open in 2020. It will provide 500 car parking spaces which are primarily for motorists making onward journeys to London and other inter-city destinations.

7.3. LTP4 also includes conceptual strategic transport schemes for development of new rail stations at Fernhill Heath and Rushwick which would provide parkway facilities improving access to rail for strategic park and ride opportunities. We will also explore the opportunities for these station car parks to provide park & rail or ride into town as well as park & rail out of town.

7.4. We consider that the local rail network could provide an alternative for cross city travel with new stations at Fernhill Heath and Rushwick interconnecting with Worcestershire Parkway station. This would not only alleviate traffic congestion but also provide accessibility to Worcestershire Parkway for those who do not, or choose not to drive. As hourly rail services would not satisfy the aspirations of potential cross city passengers, we also propose that County bus services accessing the City should connect with these new rail stations.

7.5. As the line between Worcester and Evesham comprises a single track only, Worcestershire Parkway is constructed with a single platform on the North Cotswold line. A shuttle rail service between the new station and the city centre stations at Foregate Street and Shrub Hill is not, therefore, possible as it would obstruct the path of through services.

7.6. Whilst passengers can board London bound trains at Foregate Street and Shrub Hill, direct services to the North and Southwest via the Cross Country route will not be readily accessible to the young, old, disabled, those who do not enjoy the luxury of a car or those that choose to travel by sustainable modes. Integrated rail and bus services provide the optimum public transport system and a rapid shuttle bus service between the Crowngate bus station and Worcestershire Parkway is an essential requirement for connectivity.

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7.7. Worcester’s economic prosperity is inextricably linked to that of Birmingham and the Black Country conurbation and an adequate rail infrastructure between major centres within the West Midlands and its airport is a vital ‘ingredient’ in enabling Worcestershire’s economy to thrive.

7.8. Services from Worcester Foregate Street to Birmingham New Street via Bromsgrove have a typical journey time of 45 minutes achieving an average speed of approximately 35 mph over the 25 mile journey. In this day and age it would not be unreasonable to expect trains to travel at an average speed of 50mph which would reduce the journey time to 30 minutes. During the daytime services operate hourly only and the infrequency of services, excessive journey times and untimely connections at Birmingham New Street are a disincentive to potential rail passengers. Provision of half hourly services between Worcester and Birmingham New Street with a journey time of 30 minutes or less would provide a real alternative to the car and unlock some of the latent demand for rail travel.

7.9. Trains from Worcester to Birmingham Moor Street via Kidderminster & Stourbridge provide an alternative but as the journey time exceeds one hour the services are unattractive to passengers originating their journey in Worcester. Many of these trains have spare capacity on departing Worcester but are overcrowded with suburban commuters between Stourbridge and Birmingham city centre stations.

7.10. Travel to Bristol and the southwest of the UK from Worcester is even less attractive. The services provided Great Western Railway operate at a two-hourly frequency between the hours of 09:03 and 21:49 and the journey time of 1 hour 35 minutes is excessive. As this is unacceptable both to business and private travellers alike it considerably influences their choice of mode of travel. The potential, therefore, exists to satisfy this suppressed market thereby alleviating unnecessary car journeys and congestion.

7.11. Although Evesham has a population of some 25,000 people it has no direct rail connection to Birmingham; its closest major conurbation. The journey by rail requires a station change at Worcester but trains are infrequent and the journey times range between 1 hour 15 minutes and 1 hour 50 minutes dependent upon connections. A car journey between centres via A46 and A435 takes 1 hour and given the alternative costs the rail journey is not attractive. We will investigate the provision of additional trains operating between Evesham, Worcester and the West Midlands, which would also benefit travellers joining trains at the new Worcestershire Parkway Station.

7.12. In the main we support Worcestershire County Council’s Rail Investment Strategy. As the County Council are full members of the Board of Directors of the West Midland Rail executive we will work with the County Council to lobby for better services both between Worcester and Birmingham and other destinations which are not part of the West Midland Trains franchise area.

8. Taxis

8.1. Taxis provide an essential service which aids accessibility to the city centre and contributes to the local economy. To promote taxi services we will address the possibilities of:

 Creating new taxi ranks in other parts of the city, for example, in St John’s, and Silver Street to serve St Martins Gate and Lowesmoor  Increasing the size of taxi ranks at the stations and the hospital.  Licensing electric cabs for local journeys  Reduced licensing fees for less polluting vehicles.  Permitting taxis to use bus lanes.

8.2. However, there is an issue with taxis that congest The Cross, St Swithins Street and Foregate Street in Worcester city centre and the number of taxis at these locations is frequently far greater than necessary to meet customer demand. For much of the time the taxi ranks on The Cross and Foregate Street are occupied by idle taxis, often left with their diesel engines running, which contributes to poor air quality. As they are underutilised they can only recover the cost of idle time by unnecessarily high fares.

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8.3. We consider, therefore, that the following measures would be appropriate:

 Introduction of maximum limits on the number of taxis allowed to queue at any one time at each rank  Review of the number of taxi licenses issued  Introduction of a taxi operator’s code of conduct  Drivers to turn off their diesel engines whilst waiting for fares.

8.4. The ‘taxi only’ spaces on the North side of St Swithins Street are used principally as an overspill when all eight spaces on The Cross are full. During daytime hours the spaces on St Swithins Street are underutilised and could be re-designated for ‘disabled and taxis’.

GPTV 01032020 2020 Revision THE GREEN PARTY’S PRINCIPAL MISSION IS TO SAVE THE PLANET FROM EXTINCTION DUE TO THE EFFECTS OF GLOBAL WARMING

The UK is committed to “Net Zero” emissions by 2050

Transportation is the biggest contributor accounting for 30% of total greenhouse gas emissions

How can this figure be reduced?

Alternative modes of transport Alternative sources of energy Cleaner combustion technology

Public transport Cycle Walk Hybrid Electric Fuel cells

Trains and buses have Positive incentives the greatest potential Concessionary fares: Students ride free. Travel schemes with city employers Improved punctuality: Tighter control of street works. Schemes to alleviate congestion Improved service frequency: Buses on principal routes to run at 15 minute intervals Through journey ticketing: Allow unlimited changes on single ticket How do we create Service connectivity: Timetabling which permits timely changes at Crowngate greater use? Bus user forums: Feedback to operators to address shortcomings Greater coverage: Service routes reviewed to provide greater coverage Period of operation: Extend service coverage beyond 7pm

Negative incentives Restricted street access: Creates greater congestion Reducing parking spaces: Creates frustration and adds to congestion Extortionate parking charges: Negative effect on local economy Anti-car philosophy: Alienates the public FOOT AND CYCLE BRIDGE: KEPAX TO GHELUVELT PARK

g ssin r cro rive new osed Prop

3 m wide riverside pedway to be provided between Sabrina and Gheluvet Park bridges

Sabrina bridge

Drawing No: MAP 1 Drawn by: RH Scale: NTS Date: 02/04/2019 FOOT & CYCLE BRIDGE: CROFT ROAD TO HYLTON ROAD

Foregate Street Station

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Drawing No: MAP 2 Drawn by: RH Scale: NTS Date: 02/04/2019 d tts a Bu o he WORCESTER BRIDGE EAST SIDE R T

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Pedestrian traffic signals to B be removed C New traffic signals to be C Co-ordinated with D

d D R w Drawing No: MAP 3 e N Drawn by: RH Scale: NTS Date: 02/04/2019 DIGLIS TO KETCH ACTIVE TRAVEL ROUTE SWAT3

Diglis foot/ cycle bridge

Proposed easement

SWAT 3 Caravan Park

See inset

Yacht Club

Proposed easement Drawing No: MAP 4 Drawn by: RH Scale: NTS Date: 02/04/2019 CITY CENTRE TO PARKWAY STATION ACTIVE TRAVEL ROUTE SWAT15

Worcester City centre A B

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A – Existing toucan crossing to City Walls Road to Carden Street

B – Park Street canal bridge one way for vehicles and two way for cyclists. Weight limit 3 tons C h ur ch B to C Park Street, Fort Royal Hill & L an Victoria Place to London Road e

C to D – Over London Road to Battenhall Road and road section to F end of Battenhall Road G D to E – Off road section as now Worcestershire leading to new bridge over A4440 Parkway station

ACTIVE TRAVEL ROUTES

E to G County’s approved cycle route SWAT 15 mainly on-road – Church Lane etc. with new bridge over A4440 at ‘E’ from there into City as per County’s cycle map amended as Drawing No: MAP 5 above. Drawn by: RH * all off road routes to be ‘pedways’ for Scale: NTS cyclists and walkers at least 3m wide Date: 02/04/2019 CITY CENTRE TO HOSPITAL ACTIVE TRAVEL ROUTE AT16

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AT16 P A to M existing on road section up to Perry Wood Walk then: - Q Phase 1: MNO Develop existing public footpath as a pedway* around the edge of Perry Wood and parkland leading to Liverpool Rd at N, Chelmsford Drive, and Newcastle Close. OPQ/OPR improve existing pedway to County Hall at Q where necessary and form new pedway* on existing path through Nunnery Wood to Hospital at R. Phase 2: (short cut avoiding 99 steps!) Drawing No: MAP 6 MO widen existing woodland path and connect with Redfern Avenue and widen Drawn by: RH existing path around Primary School to form pedway* Scale: NTS *new pedways for cyclists and walkers to have tarmac surface and preferably be twin tracked. Date: 05/08/2019 CITY CENTRE TO SHRUB HILL STATION - AT18

A principal foot and cycle way as proposed in the Masterplan: -

From Cornmarket to St Martins Gate precinct: share with care for shoppers and cyclists

Under Asda car park: - connection routes to be negotiated

From Pheasant St to the canal bridge: -twin track pedway to be developed

From Canal to Shrub Hill Rd: - on road section on Cromwell St. ad ine Ro Tollad S From Shrub Hill Rd to Station: - new toucan crossing and pedway at h e r ground level across the plaza proposed in Masterplan entering station at i f f basement level and rising up to platform level and to footbridge by lift. S t r e e t P a S d hr m u b o Hi r ll P e R h o S a e d a t r s e

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reet George St ate Cornmarket St Martins G Drawing No: MAP 7 Drawn by: RH Scale: NTS Date: 06/04/2019 PARK & RIDE SITES AND CROSS CITY ROUTES

BLACKPOLE A A 449 All new sites are initial proposals only and subject to investigation. B d Similarly, cross city express routes a o SIXWAYS are indicative only and could be R le changed to suit to demand o p k c la 0 B 4 4 A l il 5 H w M o b in a R

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A: Blackpole industrial Estate. Cross City route to site F B: Existing P&R site at Sixways. Cross City route via Hospital and Newtown Road to site E C: Nunnery Way/Wildwood Drive area. Cross city route to enter city via London Road and cross river to site D D: Hams Way/Malvern Road above flood plain SW of Powick Island. Cross city route via Bromwich Road through city to site C Drawing No: MAP 8 E: Near Grove Farm. Cross city route to enter city via Bromyard Road Drawn by: RH and pass via Worcestershire Royal Hospital to site B. Scale: NTS F: Off Broomhall Way SE of Ketch Island Cross-city route via Bath Date: 27/07/2019 Road to site A CITY CENTRE CIRCULAR BUS SERVICE CONNECTING CAR PARKS

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t b t g T d l i e r R CAR PARK PHASING - City centre car parks to be consolidated B s H E yl to E as in key. Car space capacity to be reduced over time as and n D Ro e T a a d n when Park & Ride services on main radial routes into city attract t s ee w tr a S y nhagen St Charles St more and more commuters and visitors e Cope t g ump S rid P yb CAR PARK PROPOSLAS KEY T 13 1. Moor St Univ. c.p. Replace car use with bikes or buggies d a o Union St 2. Sansome Walk retain rail station car park. R

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d C 6. Cornmarket close car park o lle g e 7. Silver Street close car park. S t 8. ASDA retain car park. FREE CIRCULAR BUS SERVICE 9. Sheriff St New car park linked to station by footbridge 15 10. Tallow Hill retain car park. Route shown in red to stop at Edgar St S 11. St Martin’s Gate retain car park. e S v id e b u retained and new car parks and r 12. MacDonald's enlarge car park. n ry

t 13. Reduce car park for college use only near rail stations. All day and K ing evening service with high St 14.Cathedral Square retain car park. frequency during peak hours 15. Clare Street close car park. 17 16. King St. add link road and buy Skellern’s to enlarge car park. 17. Commandery Road close car park. A440 ORBITAL – NORTHERN EXTENSION

To Tenbury Wells To Kidderminster To Droitwich

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A 4 5 3 8 A Martley Rd 4 4 3 8 to Hallow Rd 3 A A 5 449 M B 4 2 T 0 o 4 M H a 6 a l rt lo le w y R o a d

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y Drawing No: MAP 10 Drawn by: RH Scale: NTS Date: 02/04/2019 EAST SIDE STAGE 1 – LOWESMOOR ONE-WAY

L D IL R E H IN D W A O LL B O N S I T A A N R S

W RD ADINE A TOLL L K

S HR SHRUB HILL S U H B STATION E H IL R L I R F R D F O . O P S M H ES T W E LO A S ME ST. A SANSO N T

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Bus lane Traffic signals Drawing No: MAP 11 Drawn by: RH Scale: NTS Date: 02/04/2019 EAST SIDE STAGE 2: ST NICHOLAS S TREET / CITY WALLS ROAD JUNCTION

L D IL R E H IN D W A O LL B O N S I T A A N R S

W RD ADINE A TOLL L K

S HR SHRUB HILL S See aerial view U H B STATION E H MAP12B IL R L I R F D F R . OO P S SM H T WE E LO A S ME ST. A SANSO N T

S T D RD S . R N I N OW L OW WT AS ST V WT NE ICHOL E NE ST N R S T ASDA

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Traffic signals Drawing No: MAP12A Drawn by: RH Scale: NTS Date: 02/04/2019 EAST SIDE STAGE 2: ST NICHOLAS STREET/ CITY WALLS ROAD JUNCTION

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and ycle or c ot park KEY M cle cy Bus lane Continuation of existing safety

S barrier between carriageways i lv e Pedestrian and cycle crossing r

S t Pedestrian controlled signals t las S icho Pedestrian/cycle refuge St N

C Q it u y e e n W S t a o l n ls ly R o a d Drawing No: MAP12B Drawn by: RH Scale: NTS Date: 02/04/2019 EAST SIDE – STAGE 3: PHEASANT STREET ONE-WAY

L D IL R E H IN D W A O LL B O N S I T A A N R S

W RD ADINE A TOLL L K

S H SHRUB HILL S P R U H A B STATION E D H I R M L L I F O R R D F O R . O P S M H S S T E E OW T L A R S E A ME ST. E SANSO N T T

S T D RD S . R N I N OW L OW WT AS ST V WT NE ICHOL E NE ST N R S T ASDA C A R ILL P H A OW R LL K TA ST MARTIN’S GATE

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Drawing No: MAP13 Bus lane Drawn by: RH Traffic signals Scale: NTS Date: 02/04/2019 EAST SIDE STAGE 4 – SHRUB HILL GYRATORY

D L R L E I IN H D A W LL O O B T N S I A A N R S

E D W E R ADIN A TOLL L K

S H P S E A H R R D U SHRUB HILL B I M F H F O I L L S R STATION R R T O P D O S . M H S T E E W R LO A S E ME ST. A E SANSO N T T

S D T RD R S . N N I W OW L TO WT AS ST V EW NE ICHOL E N ST N R S T ASDA C A L R IL H P W A LO Bus Lane R AL K T T MARTIN’S GATE S Traffic signals REET GE ST GEOR

C D

I L

N S

W D T

R P

D A

U .

S L

R S

S T

Drawing No: MAP14 Drawn by: RH Scale: NTS Date: 02/04/2019 EAST SIDE STAGE 5: CONTINUATION OF PADMORE STREET

D L R L E I IN H D A W LL O O B T N S I A A N R S

E D W E R ADIN A TOLL L K

S S H P H E R R A U SHRUB HILL D B I F M H I F L O L R STATION S OR R D T O P . M ES H S OW E T L A R

S E . A OME ST E SANS N T T

S D T RD R S . N N I W OW L TO WT AS ST V EW NE ICHOL E N ST N R S T ASDA C A L R IL H P W A LO R AL K T ST MARTIN’S GATE

REET GE ST GEOR

C D

I L

N S

W D T

R P

D A

U .

S L

R S

S T

Drawing No: MAP15 Drawn by: RH Scale: NTS Date: 22/07/2019 N NEW STREET ONE WAY REVERSAL

Refer to revised T S h i e lv junction layout

F e r o S r e t g a t t s S e hola Nic Q St u e e C n S A T t r R i n i t P y

T S A

h t r R e e

C e K t ty r i Trin o The s s nue C Ave it The y Q W T u

r e a i l n e ls i n t y R

S d S t

t r e ad St e ro S t St Martins B t Swi thins Gate St Corn H

i g Market h

S Mealcheapen St

T w

h e

e N

a C

m i t

b y

l W e

s a l l

H s

i R g

h d

e d

S R

h s l a l

m a

b W

l e y t s i t St C gen S a openh C H w

e i g

N h

t Charles St St

Pump F

S t Drawing No: MAP16 Drawn by: RH Scale: NTS Date: 02/04/2019 THE CROSS TO TRINITY STREET ONE WAY REVERSAL Lowesmoor

e Refer to revised F

r S e junction layout i g l v a e t e r

S t r e e t treet as S ichol St N

Q u e e eet n Str gel S An t re T e r t i n C C i t it y y T A S W h t e a r R e ll C s e r t R o P d s s A R Trinity The K venue The A

r i n

i t y

t r e

reet St S ad St with Bro ins S treet

i g

KEY S

t r e Mealcheapen Street Buses only e t Taxis only Drawing No: MAP17 Disabled only Drawn by: RH Scale: NTS Loading only Date: 02/04/2019 KING STREET LINK ROAD

Proposed 2-way link road to King Street to serve Severn Street providing more space for bus and coach stops.

Close Edgar Street junction to d R ls form cul-de-sac al W ity C t New traffic tree ar S signals to Edg River Street

New 2-way S id b link road u ry ‘River Street’ t e e S r t e Redesign car park v S

e r r e and extend onto n v i S Skellern’s site if it R t r e becomes available. e t Taxi rank and spaces for disabled.

t e e tr Skellerns S K s ing r’ Str te eet e P t S

Museum

of Royal e

r Worcester t

Drawing No: MAP18 Drawn by: RH: Scale: NTS Date: 06/04/2019 DIGLIS INDUSTRIAL ESTATE LORRY PARK S id bu ry

y r

d a o R

h t a B

N R E V B E a S t h

R R E o V a I d R

L A

N Y I a N

v G D i g i a F g t I l i i o E s

n L L D R a

n d e

e y Driv enwa 18 Gre B a t d h R n R tio iga o av a N d

18. Extend Greenway Drive to meet Navigation Road and develop lorry park and possibly bus park on underused industrial estate Drawing No: MAP19 Drawn by: RH Scale: NTR Date: 02/04/2019 SHRUB HILL TO TUNNEL HILL – ACTIVE TRAVEL ROUTE AT 20

T un ne G l H ill F

d a o R

y n a lb A

0 2 T A

A–B: New cycle & walkway turning off new route from station to city (AT18) through industrial estate to new toucan crossing or pedway bridge at B. K enda ll St. B–F: Existing footpath to be widened in D two phases to form cycle & walkway. Phase 1: B -D under railway at C and over railway at D to join Kendal Street. Phase 2: D-E widening extended to Vicar Street allowing cyclists to exit via W e C Albany Road on to Tunnel Hill s 0

t 2 b

T Note: Most cyclists will still use the u

r A y existing oval drive to approach and

S t depart from the station. Exact route through industrial estate to be agreed with landowner. B E-F retained as footpath only.

AT20 A AT18

AT18 Drawing No: MAP 20 Drawn by: RH Scale: NTS Date: 19/07/2019 SHRUB HILL PROPOSED BUS/RAIL INTERCHANGE

New Opportunities Worcestershire

NHS Workshops

BUS HUB Elgar House

Drawing No: Drawn by: RH Scale: Date: 01/03/2020