Black Country Walking and Cycling Strategy and Implementation Plan

Appendices

Appendix 1 – Notes Workshop 1 Appendix 2 – Notes Workshop 2 Appendix 3 – Ongoing Cycling Programmes Appendix 4 – Cycling Design Best Practice Appendix 5 – Walking Design Best Practice Appendix 6 – Future Housing Development Sites Appendix 7 – Walking Audit Template Appendix 8 – Supporting Baseline Data and Analysis Appendix 9 – Walking and Cycling Scoring Methodology for Prioritisation Appendix 10 – Business Cases 10a West Bromwich 10b Walsall – Darlaston – Wednesbury 10c Brierley Hill – Dudley – Pensnett 10d Appendix to Business Cases; Best Practice Cycle Design Appendix 11 – High Level Business Cases 11a A449 Stafford Road 11b Wolverhampton to Walsall

Appendix 1

Notes Workshop 1

Appendix 1

BLACK COUNTRY WALKING AND CYCLING STRATEGY Workshop 1 – Monday 22nd February 2016, 0830 - 1200 West Bromwich Leisure Centre, Moor Street, West Bromwich, B70 7AZ

Note of Meeting

ATTENDEES: Paul Wicker (Walsall); Adam Cross (Walsall); Marianne Page (Wolverhampton); Andy Thorpe (Sandwell); Paul Leighton (Walsall); Simon Dickinson (Centro); Alison Pickett (Centro); Dean Hill (Dudley); Joe Holding (Walsall); Tim Philpot (Wolverhampton); Simon Hall (Black Country Consortium); David Harris (Birmingham); Andy Chidgey (Birmingham); Stuart Everton (Black Country); Richard Adams (Centro / AECOM); Lea Ruzic (AECOM); Averil Parlett (AECOM); Lydia Barnstable (AECOM).

SCOPE AND CONTENT OF THE STRATEGY  The focus for this work is on implementation – considerable good work is contained in the West Midlands Cycle Charter that provides an ‘umbrella’ document to this plan  It needs to demonstrate the case for change from a more evidence led approach (as done in the health sector)  There are considerable investment opportunities in the near future and these need to be exploited to ensure the infrastructure that is built / installed has cycle and pedestrian facilities as an integral component of the design  We must take a ‘whole journey’ approach – even if delivery is phased - rather than piecemeal provision  The focus on short trips and employment and economic growth must be viewed alongside the public health and sport objectives and benefits. This should recognise that leisure cycling is often the gateway for people to move to more utility cycling  Ensure the strategy and routes co-ordinate with adjoining areas, particularly Birmingham and opportunities for a shared approach and initiatives are exploited  The document should be in a format suitable to support funding bids  Recognise what enables and discourages cycling and walking  Need to understand the full drivers for change including inequalities; mental health commission and community cohesion aspects of people being connected.  Use accessible language and avoid jargon  The strategy will not include design guidance but instead will include reference / signposting to the national guidance when available and other best practice documents as appropriate

SETTING THE VISION There was agreement that there is a need for a vision to frame the document and set inform objectives but that this needs to recognise:  The strategy and implementation plan needs to demonstrate ambition but be deliverable  The step change required will need to recognise the low base (1% cycling baseline)  A useful way may be to state that the Black Country will be the new Holland / Copenhagen in 10 – 15 years’ time – what does success look like?  Key point is that the focus of the approach is to tackle short trips (up to 3 miles in length)  How to create a culture of walking and cycling and how to normalise these as modes of transport  Needs to align with the Key Route Network  Need to consider the journey from the doorstep to the destination  Recognise that there will be increasing expectation moving towards increasing segregation

ACTION: A vision to be drafted in light of the discussion and circulated for comment

WALKING PRINCIPLES AND APPROACH  Suggested approach is to identify key trip attractors as priorities for investment, including:  Employment areas an proposed growth areas  Education – Universities and Secondary Schools  Hospitals  Town centres  Transport interchanges  Focus investment on areas 500m / 5 minutes’ walk times  Focus on key pedestrian routes to the attractors

The school journey was highlighted as something the strategy should focus on to encourage good habits early in a child’s life and aim for long term changes; useful to engage through schools and utilise existing initiatives such as Mode Shift Stars, Safer Routes to School and 20 mph areas and zones. Understand what barriers to walking need to be overcome to encourage people to walk their children to school / allow their children to walk to school etc.

Transport interchanges is the other area highlighted for investment focus

The aim being that all these routes would be prioritised for investment to ensure they are . Direct . Coherent . Attractive . Comfortable . Safe

Wolverhampton, in their Active Travel Strategy, has taken an approach of ‘guiding principles’ for all walking infrastructure rather than a geographical focus

Should we have some elements of a Black Country approach, e.g.  20 mph areas in residential areas to improve conditions for walking and cycling – however little evidence to show that they actually reduce traffic speed and can be difficult to manage expectations for enforcement by the Police and Local Authorities. Need to more closely examine output from DfT current consultation and any results from elsewhere  Crossing facilities to be as direct as possible and avoid multiple staggered crossings and excessive crossing times  ‘Filtered permeability’ is another technique whereby traffic can be ‘calmed’ through selective road closures where pedestrians and cyclists can gain access but not motor vehicles.  Common approach to signage, especially cross-boundary?  Shared surfaces – again is there any opportunity to have a common approach?

CYCLE PRINCIPLES AND APPROACH

 Recognition that there is a long way to go in terms of the infrastructure currently being provided and the current levels of cycling, despite the factors that show that there is a considerable propensity to cycle in the Black Country (factors such as commuter distances; terrain; socio-economic factors)  A video was made that shows barriers to cycling in Wolverhampton (https://www.youtube.com/watch?v=kNSGLWar_pQ) which was contrasted with the video from The Netherlands (https://www.youtube.com/watch?v=upaTWnBTt_Q)  Much easier to build in cycle and pedestrian facilities when investing in new infrastructure rather than retro-fitting, especially when reallocation of roadspace is required  The issue is fundamentally about the ownership and drive to make it happen – getting political will and leadership to champion this investment is key, especially at the detailed design and implementation stages. Leicester is a good example where the mayor is able and willing to drive the policies through, even if it causes some disquiet and objections with some motorists.  Having designers with an understanding and skills to design for cycling and walking will be an important element (although this should not be read that the poor networks we currently have are caused by designers). There may also be a need for training and mentoring (?)  TfL have a design panel to encourage and engender cycle friendly design and this may be something worth considering for the Black Country (Netherlands have a national design guide that engineers are required to follow)  Trip end facilities are important also – well located and designed cycle parking  Opportunities to better integrate cycling and the metro (new trams may allow cycle storage opportunities at least off-peak). Cycle routes along tramways – the stretch in Sandwell identified as a good route on the current network. Principles set out for walking – 20 mph, filtered permeability, shared surfaces and common signage apply here also, as do the need for investment priorities of direct; coherent; attractive; comfortable; and safe.

IDENTIFYING NEW ROUTES AND EXISTING ROUTES TO BE UPGRADED Key Routes identified at the workshop taking into account trip generators; local knowledge of cyclists requirements / demand and latent demand; future investment plans. Cross boundary opportunities to provide longer distance and consistent / coherent routes was a focus.

 A34 Walsall to Birmingham  A449 Wolverhampton City Centre to i54 Employment Site  Pensnett Trading Estate  M6 acts as a barrier – need to look at ways of getting cyclists across at key junctions – junction 9 (schools near motorway junction with catchment area the ‘wrong side’ of the motorway. Junction 10 opportunities with new investment in near future.  New metro routes  Wolverhampton – Sedgley – A4123 or Sedgley Road  Exploit the investment currently planned for Bilston Urban Village and connections to key corridors  Willenhall Road between Wolverhampton and Walsall  A449 Wolverhampton City Centre to Wombourne

There should be consideration of pilot routes / exemplar facilities and routes where early investment is concentrated rather than thinly spreading the available funds with little added benefit for cyclists and pedestrians Idea that we could look at movement corridors with parallel routes using strategic highway network; quiet streets; canal network. Access to these from adjacent areas regarded as ‘catchment areas’ where filtered permeability and 20 mph areas etc. could play a part. Some interest was expressed in having a cycle hire scheme across the whole conurbation for such as ‘Next Bike’ as well as the Brompton Dock scheme. BEHAVIOUR CHANGE  Surveys show that the vast majority of people support measures that improve walking and cycling but there is a recognition that there is often opposition when the detailed measures impact on them  People have different perspectives on distances they are able to walk and there is some evidence that people would be more inclined to walk if they understood the time it would take rather than having distance measures on signposts  We need to think about peoples motivations for their travel choices  Travel choices are not always logical or the most efficient  Public transport, cycling and walking are not viewed in the same way as driving a car – not seen as contributing to the economy and not for aspirational people  Need to be mindful of ‘sub cultures’ where individuals who cycle have different abilities, motivations and confidence on the highway – marketing and promotion needs to tailor to these and, potentially, choose to ignore some groups completely where there is unlikely to be any mode change whatever the marketing and promotion. However, even though there are different ‘types of cyclists’ the infrastructure and network needs to cater for all of them, regardless of age and ability. If measures are suitable for a child then they will be suitable for everyone. NEXT STEPS Further comments and ideas welcomed – please email to [email protected]

Second workshop to be held morning of 8th March – attendees to be confirmed with LA group – please let Lydia Barnstable know of any individual or organisation you would wish to be involved.

Appendix 2

Notes Workshop 2

Appendix 2

BLACK COUNTRY WALKING AND CYCLING STRATEGY Workshop 2 – Monday 8th March 2016, 0900 - 1130 Learning Zone, Centro House, Birmingham

Note of Meeting

ATTENDEES: Paul Wicker (Walsall); Adam Cross (Walsall); Marianne Page (Wolverhampton); Andy Thorpe (Sandwell); Paul Leighton (Walsall); Simon Dickinson (Centro); Alison Pickett (Centro); Simon Hall (Black Country Consortium); David Harris (Birmingham); Andy Chidgey (Birmingham); Stuart Everton (Black Country); Richard Adams (Centro / AECOM); Lea Ruzic (AECOM); Averil Parlett (AECOM); Lydia Barnstable (AECOM); Henry Harbord (Sustrans); Joe Green (Sustrans); John Harris (CART); Neil Lissimore (Dudley); Richard White (Sandwell); Steph Cameron (England Athletics); Caroline Cooban (Living Streets); Mark Sorrill (Dudley).

Exercise 1 – Walking 500metre isochrones seem too short; it might cut off people outside this boundary to think that they can’t make a certain trip by walking. Could also include a larger buffer e.g. of 1000m, especially for the larger destinations?

Key trip attractors that could also be included;  Colleges as well as university campuses  Key employment sites; enterprise zones and workplaces with other 500 employees?  Large green spaces that attract large numbers of visitors  Ones that fall just outside the Black Country boundary, but their isochrones would fall within the boundary and where they are a key attractor of trips  Add Brierley Hill as a key centre

Longer term plans should include new metro routes and SPRINT lines

Routes to public transport is key; aesthetics play a key part and there should be wider access routes

Branding;  Acknowledge that branding can raise an identity for the strategy and plan and begin to create a culture  There is too much branding out there at the moment. There should just be one clear brand for the Black Country that should reflect quality and relate back to the key principles.  One option raised is for the Network West Midlands to be the ‘umbrella brand’ and other brands developed for specific / defined purposes need to pay heed to this.  It was felt that in any case some prioritising needs to be done to select short term, medium term and long term destinations in terms of the greatest potential for walking. If the focus is on revenue investment then better to focus on smaller areas like 500m and gradually increase to 1000 later in the future. The prioritisation should use the demand led approach. 1000m was felt to be more appropriate, at least for railway stations for which the walkable distance is normally longer than for buses for example.  The destinations missing are large employers (i54, Pensnett etc), hospitals and schools but the latter should be covered in the school travel plans.  If there is an overarching fund then also approach needs to be area wide. However, the bid for Sustainable transport transition year funding will be West Midlands based so there is a scope to look at WM wide approach.  BCC shared their experience with 20mph, they suggested it was their most popular scheme but still quite expensive, £1m for 3 areas. Mapping, wayfinding and common branding should be WMITA based. Importance of P+R was raised and it was highlighted that some charging should be introduced and funds ringfenced for walking and cycling. Gradually parking management measures should be introduced in other areas but P+R would be a good starting point for a trial. It is proposed to look at the success of the Manchester LSTF 10 station travel plans.

Exercise 2 – Cycling Should we be simplifying the route options; there could be a route between the four district centres of Wolverhampton, Walsall, West Bromwich and Dudley? “A Black Country Cycle Box”?

We could follow the Birmingham example of considering corridors where there is a focus of investment (and to develop a critical mass within a local area) along the principle road network but also along parallel quiet roads and canals / disused railway lines.

Proposed routes are sparse around the west of Wolverhampton and within the Dudley district but these may be areas where we could secure early cycle mode shift.

Routes should join up within the district centres to provide large, long routes that join many trip attractors together.

We should look to signposting and monitoring tools to assist in creating the culture as well as monitoring and measuring levels of cycling and walking – Waymarkers showing distance / route identities Bounts; map my route apps etc. all assist with this.

It is suggested to focus on smaller parts only where the biggest potential is and leave the rest of the corridors for the long term plans. The focus should be on two things: key route network (as key routes will be focusing on job generation and growth) and regeneration and development areas such as Bilston Urban Village & Darlaston, A449-i54 etc. HE is working on M6 J10 so there is a potential to tie in their work.

In 2017 it is likely there will be a mayor for the West Midlands conurbation

General Discussion The routes and investment for walking and cycling should be demand led. We need to explore opportunities for Travel Districts as well as routes where investment can be focused and greater gains secured. One suggestion for such a route is Bilston Urban Village and Darlaston where there is significant new infrastructure being planned and that could be adjusted to install ‘mini-Holland’ features and associated marketing and promotion.

The proposals need to pay heed to the sprint and metro plans as well as the key route network being defined by the ITA / CA

A consistent cycle hire scheme (full size, non-folding bikes) across the conurbation would be worthwhile pursuing and complementary to the Brompton Docks scheme.

It was agreed that we should mirror the national infrastructure approach as this is likely to be the basis for assessing future funding bids.

A number of physical barriers to movement by bike and on foot were identified, principally the motorway corridor and the use of tunnels / alternative and quiet routes were discussed. There is a need to exploit the current investment in junction 10 of the M6 and forthcoming investment in junctions 1 and 2 of the M5.

Appendix 3

Ongoing Cycle Programmes

Appendix 3 - Current Cycle Programmes Overview

Document Priorities - vision Relevant Objectives/Aims Policies Title/Project and date National Highways England Our vision for cycling builds  Planning for cycling – we will improve our capability to - Developing capability Cycling Strategy upon our overall aim ensure the needs of cyclists are considered. o Embed our cycling strategy throughout Highways which is to deliver a high  Improving cycling facilities – we will plan and deliver an England performing strategic road investment programme to improve cycle facilities which are o Ensure effective internal working network and the best safe and separate from traffic. o Update our design standards possible service to road  Over time we will improve the safety, convenience and o Improve our engagement with cycling users. environment for cycling. stakeholders and delivery partners In particular, we want to  Partnership working – we recognise the role of our partners o Improve engagement and communication with our contribute to a connected, and stakeholders in helping us to identify and support the road users comfortable, attractive and delivery of cycling facilities and will work closely with them. - Cycling infrastructure investment high quality cycling  Impact – our cycling improvements will have a positive - Develop an annual programme of work to improve network, suitable and safe impact on communities, such as improving connections cycling facilities for use by people of all across roads that divide communities and providing an - Develop a longer-term programme of work Consider ages and abilities. integrated and safe cycling network. how we can improve cycling safety  Direction of travel – we will play our part in delivering the - Ensure that wider network investments incorporate Government’s ambition for cycling. cycling facilities - Measuring our performance - key performance indicators - develop new metrics that more accurately monitor our progress - identify areas for further research Regional West Midlands “Our vision is to realise the We want to raise levels of cycling across the West Midlands  Leadership and Profile Cycle Charter full potential of cycling’s Metropolitan area to 5% of all trips by 2023. This represents a o a high profile public figurehead to act as a Champion (May 2015) contribution to the health 400% increase in cycling journeys from the 1% baseline. and advocate for cycling; and wealth of the West o senior officer and Member leadership to ensure that Midlands – creating more This ten-year target is not the end of a journey but a start – to the strategy to be properly embedded and endorsed sustainable suburbs, towns where we see the West Midlands where cycling is naturally in the policies and activities of people with control of and cities that are healthier, commonplace. By 2033, we want to raise cycling to 10% of all safer and more desirable trips.” transport planning and budgets; and places to live, work and o local champions in the community with the requisite learn. Addressing the safety  increase participation in cycling; skills and support to implement the actions that will concerns of existing and  improve access to training and employment; increase cycling. potential cyclists has been  improve health and activity levels; • Cycling Network: fundamental to increasing  decrease car dependency; and o Develop Technical Skills cycling everywhere.”  create places that attract employers and residents. o Developing a Physical Network Appendix 3 - Current Cycle Programmes Overview

o Promoting the Network o Developing Local Programmes for Delivery • Promoting and Encouraging Cycling o Working with Stakeholders o Promoting Cycling o Bikeability Cycle Skills Training o Road Safety Training o Access to Bicycles o Cycle Logistics and other Cargo Bikes o Electric Bikes • Funding Movement for We will make great progress To support the vision we will: “Ensure that walking and cycling are Our preferred approach is with a strong emphasis on making Growth: The West for a Midlands economic a safe and attractive option for many journeys especially short better use of existing transport capacity by using smart technology Midlands ‘Engine for Growth’, clean journeys, by delivering a strategic cycle network and enhancing and better integration of transport to serve and manage demand Strategic air, improved heath and local conditions for active travel.” better. This is supported by deeply promoting use of public Transport Plan quality of life for the people transport, cycling and walking. of the West Midlands. We Objectives: will do this by creating a  Public Health Objective 1 - To significantly increase the - Metropolitan tier: Metropolitan Cycle Network transport system befitting a amount of active travel in the West Midlands - High quality core cycle routes supplemented by quietways sustainable, attractive and Metropolitan Area using a combination of green corridors, well maintained canal economically vibrant  Public Health Objective 3: To assist with the reduction of towpaths and low traffic flow and speed streets. conurbation in the world’s health inequalities in the West Midlands Metropolitan - Integrated with local cycle networks sixth largest economy. Area - Designed in accordance with well- respected design  Environment Objective 1: To significantly improve the guidelines, including a cycle route audit tool. quality of the local environment in the West Midlands - Strategic routes including: Metropolitan Area. - Wolverhampton to Featherstone, Telford, Tettenhall,  Environment Objective 2: To help tackle climate change Perton, Sedgley, Wednesfield, Wordsley, Dudley, by ensuring large decreases in greenhouse gas emissions Willenhall and Walsall from the West Midlands Metropolitan Area - West Bromwich to Walsall, Wolverhampton, Oldbury, Birmingham  Economic Growth and Social Inclusion Objective 2: To - Walsall to Brownhills, Bloxwich, Perry Barr support improved levels of economic well-being for - Brierley Hill to Dudley, Pensnett, Wordsley, people with low incomes in the West Midlands Stourbridge, Halesowen Metropolitan Area to help make it a successful, inclusive, - Dudley to Wednesbury, Pensnett, Oldbury and European city region economy Birmingham

- Local tier: Our long term strategy will see a shift in emphasis of travel in line - Canals have a role for local trips by providing a focus for with prosperous large European city regions where car use regeneration and providing attractive walk and cycle routes accounts for typically 35 to 45% of all journeys, compared to 63% on well-maintained towpaths. in the West Midlands Metropolitan Area. Our Cycle Charter sets a - Bring the asset condition across the West Midlands to a specific target of 10% of all journeys to be made by bike in the decent modern standard for all highway and footway West Midlands Metropolitan Area by 2033, from a baseline of 1%. Appendix 3 - Current Cycle Programmes Overview

infrastructure, improve road safety and encourage walking and safer cycling in attractive local street environments and on comprehensive local cycle networks - Area wide residential road 20 mph limits will be promoted to support these aims - Suburban and District Centres will be subject to environmental improvements to help create attractive and viable local centres with a high quality public realm and good community safety - An important element of this will be a programme of Key Walking Routes in each District based on best practice - Rights of Way Improvement Plans need to be updated every ten years and form an important element of promoting the role of walking in the West Midlands Black Country Sustainable Communities, 1. A first-class transport network providing rapid, CSP5 Transport Strategy Core Strategy Environmental convenient and sustainable links between the Strategic - The large-scale land use changes require an effective and (February 2011) Transformation, Economic Centres, existing and new communities, and employment integrated transport network which will serve existing and Prosperity sites (including walking and cycling routes with strong new developments and promote greater use of sustainable links to the green infrastructure network) transport modes, (walking, cycling, public transport and car sharing). 2. A sustainable network of community services, TRAN4 Creating Coherent Networks for Cycling and for Walking particularly high quality lifelong learning, health care and - The development of sustainable modes and encouraging sport and recreation facilities people out of their cars, particularly for short and commuter journeys is an important element of Spatial Objectives 3, 5 Target: and 7. - Places need to be well connected with attractive, - 1% increase in cycling by 2026 convenient, direct and safe routes available to users and - Increase % length implemented providing real choice. - Joint working between the four local authorities will ensure that the Black Country has a comprehensive cycle network based on integrating the four local cycle networks, including common cycle infrastructure design standards (LTN 2/08). - Creating an environment that encourages sustainable travel requires new developments to link to existing walking and cycling networks. - The links should be safe, direct and not impeded by infrastructure provided for other forms of transport. - Where possible, existing links including the canal network should be enhanced and the networks extended to serve new developments. - New developments should have good walking and cycling Appendix 3 - Current Cycle Programmes Overview

links to public transport nodes and interchanges. - Cycle parking facilities should be provided at all new developments and should be located in a convenient location with good natural surveillance, e.g. in close proximity of main front entrances for short stay visitors or under shelter for long stay visitors. - The number of cycle parking spaces required will be determined by local standards in supplementary planning documents. TRAN5 Influencing the Demand for Travel and Travel Choices: - Promoting and implementing Smarter Choices measures that will help to reduce the need to travel and facilitate a shift towards using sustainable modes of transport (walking, cycling, public transport, car sharing). Black Country LEP Our aim is to grow our global Transport priority investment: Managing Short Trips - The Managing Short Trips (MST) programme encompasses a SEP (March 2014) supply chain with the world range of improvements which includes innovative class skills it demands, to The development of a consistent user friendly walking and cycling ‘Interconnect’ way finding, and signage supported by maximise the benefits of our network with linkages to interconnect totems and wayfinding physical walking and cycling routes across the Black Country location, to exploit our including modern journey planning tools. This will help meet the to form an attractive Active Travel Network that links to industrial and geological objective of increasing cycling mode share for all trips from a 2014 economic growth within the regeneration corridors and to heritage and to provide high baseline of 1% to 5% by 2020 and reducing congestion on the neighbouring growth areas such as Birmingham. quality housing to meet the Black Country Road Network. needs of a balanced growing - The quality of the local environment also has an important population. role to play in making the Black Country a good place in which to live, work, visit and invest. We will transform the quality of the environment using an urban park model. This includes developing and delivering a package of strategic environmental improvements, with a particular focus on the role that green space, green corridors and the extensive canal network can play in supporting new housing and business development, restoring and connecting our ecological networks, supporting the visitor economy and facilitating a step change in walking and cycling facilities.

The MST programme has thorough monitoring and evaluation programme in place: - Ideally all proposed investment locations will be subject to a Before and After survey. Before studies may require manual count data to be collected, although at most After sites it is assumed that automatic cycle and pedestrian counters will be installed. Appendix 3 - Current Cycle Programmes Overview

- Intercept surveys will take place at the same time as the counts. - Following immediately after the intercept survey, a self- completion questionnaire will be offered to respondent. Interviewers will record a unique ID number on the questionnaire that will enable any completed surveys to be ‘linked’ to the shorter intercept survey. Smart Network, By 2021, the Black Country - Supporting the five themes in The Black Country Five Year The following activities have been implemented: Smarter Choices, will be a confident, Growth Plan Smarter Choices: March 2014 prosperous, fully inclusive - Providing sustainable travel support for the unemployed, - Business and Employment (successful LSTF society underpinned by the NEETs and apprenticeships o Workplace Travel Plans and Grants revenue bid by four local centres of - Supporting connectivity to skills, training and education o Station Travel Plans and Love Your Bike sessions Centro) Wolverhampton, Walsall, services o PTP promotions and marketing West Bromwich and Brierley - Providing support to manage short trips using sustainable o Targeted promotion of public transport services Hill, with efficient, affordable transport o Guided walks transport connections o Referrals to LSTF cycling and walking support affording access for all. All of Specific objectives: o Top Walking and Cycling Locations our citizens will make an - Improve the urban realm and local environment along all o Pedestrian and cycling infrastructure active contribution to the transport corridors, including reductions in both C02 and improvements economic, social and N02 emissions, so as to support the regeneration of local - Skills and Training physical wellbeing of our centres o Enhanced education and skills travel planning local area. Efficient, cost - Increase the numbers of people successfully finding (partners BikeRight!) effective sustainable travel employment through WorkWise initiatives and support, and o Create an active travel culture options will play a vital role maintaining sustainable travel to work o Offer transition training and travel support in providing access to - Increase walking and cycling for short trips made by o Referrals to LSTF walking and cycling support employment, educational residents within LSTF corridors activities opportunity and social - Increase the levels of active travel for secondary schools o Top walking and cycling locations destinations for residents of and further education establishments within the 10 o Improved pedestrian and cycle accessibility the Black Country, improving corridors o Sustainable travel promotion health and wellbeing. - Increase the levels of active travel for workplaces within the o TravelWise campaign 10 corridors o Promotion through ‘My Network’ media sites - Reduce the accident rate for vulnerable road users within o Promotions at Fresher Fairs and Open Days all LSTF corridors o Targeted promotion of public transport services o Bostin Bikes - Marketing and Communications o Target major trip generators o Target training providers o Target carbon reduction priority groups o Target employment and regeneration groups - Community and Residential o PTP support along 6 SNSC corridors Appendix 3 - Current Cycle Programmes Overview

o Engagement with residents providing PTP packs to target population o Engage with local employers, learning institutions and the unemployed o Station Travel Plans o Targeted promotion of public transport services

Infrastructure Improvements: improved pedestrian and cycle links in Dudley, Sandwell, Walsall and Wolverhampton and public realm improvements

The monitoring and evaluation activities have been taking place for Bostin Bikes and Bostin Commuter as well as for all cycle training activities generally. In terms of the latter there is a feedback form immediately after the activity, followed by an on line six monthly follow-up survey. Bostin Bikes also has a follow up online survey conducted 3 months after the activity has taken place. Cycle City The improvements proposed Given the focus on the canal network, the principle objective will 1. The provision of a high quality sealed surface along canal Ambition Grant as part of this bid will deliver be to provide pleasant traffic free routes to encourage more towpaths to improve the public realm and to enable them to bid, a step change in the scope children and adults to take up cycling. The links to residential and fulfil their potential as traffic free green corridors; The Water Cycle and quality of the network employment areas, schools and stations will also provide the 2. Improvements to the accesses to/from the canal towpaths to Yesterday’s coupled with a continuing opportunity for regular trips to be undertaken on a cycle to and provide better facilities for Landscape – programme of from these destinations. These conditions will give the less 3. cyclists, pedestrians and disabled people where possible; Today’s Escape improvements being confident cyclist the opportunity to experience relatively safe and 4. Associated improvements in the adjacent road network to (2013, not undertaken in the local cycle pleasant conditions and to build up their confidence before improve access, including the successful) network. The long term aim tackling more challenging conditions. 5. provision of Toucan crossings; is to complete the upgrade 6. Further development and implementation of 20mph zones in of the whole canal network nearby residential areas to and NCN routes connecting 7. improve access to the canals, particularly for more vulnerable the strategic centres and cyclists; serving the key regeneration 8. Improved facilities for cyclists on a number of local highway and housing growth areas. networks providing links 9. between key destinations and the canal network (using the principles of Connect2); 10. On-street way finding maps and improved direction signing to assist cyclists with 11. navigation and to encourage greater usage 12. Improved links to key rail stations in Wolverhampton and Walsall, and 13. Improved links to ensure that new cyclists attracted through Appendix 3 - Current Cycle Programmes Overview

the LSTF programme have 14. The greatest opportunity to access the canal network. Sustainable During the Sustainable Cycling & Walking - Adult Cycle & Driver Training Transport Travel Transition Year (STTY), - 1. Continue to deliver a successful programme of cycle - Walking Support Package & Promotions Transition Year we will lead the way in training, promotion and support across the region, focusing - Cycling & Route Promotions funding bid, encouraging smarter travel on workplaces and improved cycle/rail integration. - Cycling Grants & Subsidies March 2016 choices as a means to grow - 2. Continue to deliver a successful programme of walking - Cycle/Rail Integration (revenue bid by our economy sustainably. events, promotion and challenges, with a particular focus on - Employer Travel Support Package Centro, not Primarily through walking health & wellbeing. - Grants & Subsidies successful) and cycling schemes, we will Business & Employment - Independent Travel Training make our workplaces more - 3. Consolidate and extend our business travel plan-related - Employee Ticket Offers sustainable, our employees work, providing active travel support, information and - Car Sharing more healthy and productive initiatives to businesses and their staff. - WorkWise and enable our unemployed - 4. Develop our successful travel support programmes to - Grants & Subsidies and school leavers to access continue to deliver demonstrable active travel change and - School/College Leaver Support Package skills and employment assist relocating businesses and their employees. - Frame Academy opportunities. - 5. Support businesses through continued ticketing, cycling- - Adult CycleTraining focussed grants and other offers. Pre-Employment Skills & Training - 6. Support school leavers through active travel training and travel curriculum support to prepare them for the world of work. - 7. Support the unemployed and those in training or apprenticeships through active travel training, personalised journey planning and access to subsidised bikes. ESIF Youth NA NA YEI participants will be able to access cycling activities including Employment cycle training, cycle maintenance and Dr Bike. WMCA would also Initiative (YEI) bid like to explore the provision of Frame Academy where the young (pending) people would help to rebuild an old bike and learn how to maintain it before then having the bike to use for employment, education or training activities. Local Dudley Promoting • Encourage active travel to • Change ‘hearts and minds’; • Safer routes to Schools programme Sustainable school • Promote sustainable travel to school • Healthy Schools programme; Modes of Travel • Improve road safety and • Develop the curriculum to increase travel awareness; • Eco Schools. to School reduce child casualties; • Walk to School events (September 2010) • Improve children's health • Walking Buses and development; and • Pedestrian Training • Reduce traffic congestion • Cycle Training and pollution. - Encourage all school, colleges, and other educational Appendix 3 - Current Cycle Programmes Overview

establishments to write a travel plan - Support Schools and colleges with STP’s to achieve their targets - To reduce sole pupil car occupancy and promote active travel - To deliver skills to encourage active travel - To lobby to improve the infrastructure to encourage sustainable travel - To provide guidance and support to schools encouraging sustainable travel - To identify sources of outside funding for schools to reduce travel to school by car - To provide the information to enable sustainable travel choices to schools - To use Planning regulations to identify sustainable opportunities through - 106 agreements - To continue to reduce child RTA casualties in line with Government targets. Cycling in ‘Cycling in Sandwell’ believes - Cycling should be encouraged as a realistic alternative to - Cycle network (e.g. this network should be largely based on Sandwell, The that people should have a the car. existing highways, reflecting the Group’s view that cyclists Strategy (before real choice as to whether - To develop a safe, convenient integrated transport network have equal rights with other road users and that they 2000) they wish to make all or which fully reflects the needs of the cyclist. generally provide the most direct route between centres. some journeys by cycle. This - There needs to be a Network of Safer Cycle Routes for One of the main themes of this Cycling Strategy is to means that people have a Sandwell which links into the National Network and other progressively link together all of the safer ‘island’ road right to cycle. They should more local routes and networks in adjoining areas. networks with special provision for cyclists that will safely receive equal consideration - Having created new and enhanced routes we must make span the hostile gaps between the ‘islands’. By doing so it in all aspects of transport sure they are properly looked after. will lead to the creation of a continuous network of safer and land use planning and - Those agencies involved in cycling, particularly Sandwell - routes covering the whole of the borough.) when expenditure is being Council, need to commit funding to a rolling programme of prioritised. Thus in planning cycleway and road schemes. - Safety & Health (e.g. all new highway schemes and highway new roads and improving - Sandwell Council and other agencies need to ensure that improvement schemes should be subject to a cycle safety existing routes they should cycle policies are included in all their relevant planning work audit and review. Traffic impact assessments for new receive just as much and strategy and policy development. development should take the safety needs of cyclist into consideration as other users account. such as car drivers. - Town Planning (e.g. early consideration of cycle issues in all aspects of town planning can ensure that developments cater for the needs of cyclists.)

- Facilities & Maintenance (e.g. there needs to be adequate Appendix 3 - Current Cycle Programmes Overview

parking facilities for cyclists and provision needs to be made for interchange with other forms of transport, e.g. rail. It is essential that existing and new facilities are maintained to a good standard.)

- Public awareness

- Monitoring& Review (e.g. it proposes that this strategy be looked at again in two years time to assess how it needs to be further developed.)

Sustainable The overriding aim of this - School Travel Plans: to ensure all schools have School Travel - Education and awareness Modes of strategy is to encourage and Plans that are regularly monitored, reviewed and kept up to - Engineering Travel Strategy enable young people across date. - Enforcement for Sandwell to use more - Awareness: to ensure that all young people and parents are - Economic measures Schools in sustainable modes to travel aware of the travel options, particularly when they are Sandwell (2015) to and from school. School making decisions about admissions and their choice of staff could school. also benefit from travelling - Travel choice: to ensure that Sandwell builds on its by sustainable modes. achievements to date and reduces the number of pupils travelling to and from school by car. A Step Towards a “A Sandwell where everyone Increased number and length of walking trips - Develop and maintain quality walking routes and connections Healthier Future - benefits from walking as part - 10% increase in Lifestyle Survey respondents walking for - Provide information on the existing walking network The Sandwell of their everyday journeys, more than 30 minutes over the course of a week from 2012 - Promote walking to school, work, local shops, and for leisure Walking enjoys walking in the survey baseline of 35% - to 45% by 2020. - Support the people that represent walking interests Strategy outdoors, and where places - 10% increase in walking uptake in the Lifestyle Survey for - Collect the evidence to monitor the extent of walking (September 2015) are well designed to walking under 1 mile, from the 2012 baseline of 78% - to encourage walking”. 88% by 2020.

Improved health of the population through encouraging healthy lifestyles - 5% increase of children aged 5-10 that usually walk to school from 2013 baseline of 48% - to 53% by 2020 - 5% increase in people walking to Sandwell workplaces, gathered from the total number walking to work in Annual Employee Travel Surveys carried out under the LSTF programme, from the 2013/2014 baseline of 3% of respondents - 100% increase in participation in led walks offered by the contractor of Lifestyle Services, from 2739 people per annum in 2013/2014 Appendix 3 - Current Cycle Programmes Overview

- 100% increase in participation in walk-leader training offered by the contractor of Lifestyle Services, from 24 people per annum in 2013/2014

Reduced fear of anti-social behaviour (ASB) on walking routes

Reduced pedestrian casualties - 10% reduction in pedestrian casualties on Sandwell’s roads from 33 KSI (Killed or Seriously Injured) incidents in 2013, to 29 KSI incidents by 2020, Walsall Transport To provide a transport - Promoting sustainable travel and encouraging walking and Walking: Strategy system that focuses on cycling for shorter journeys • develop a new Active Travel Strategy; (December 2010) delivering safer roads, with - Improve quality of life for transport users and non-transport • provide well designed, attractive and accessible pedestrian improved users, and to promote a healthy natural environment whilst routes which enhance the character of the local townscape journey times, and making positive contributions towards on-going reductions in and landscape, and encourage people to visit places of encourages the use of carbon emissions interest; sustainable travel, in order • promote the benefits of walking particularly in the move to improve the towards a Low Carbon economy; borough’s air quality and the • enhance safety, security and maintenance on existing routes health and well-being of our with improved surfacing, lighting and road crossings; people. • create a well-signed urban cycle route network incorporating both on-road and off-road routes, which in the first instance will link centres with each other and then centres to residential, commercial and leisure activities; • provide new routes, particularly where they close gaps in the existing network or link to key local destinations or public transport; • promote safer routes to school and provide pedestrian training at schools and to Older Road Users; • provide wheelchair-friendly routes, particularly in Walsall town centre in association with ‘Shopmobility’; • deliver the actions of the Rights of Way Improvement Plan.

Cycling: • promote the health and environmental benefits of cycling and produce a new Active Travel Strategy; • develop a journey planner to promote and identify cycling routes based on difficulty; • promote cycling as a mode of travel in the borough and in support of community, health and tourism objectives; • create a well-signed urban cycle route network incorporating Appendix 3 - Current Cycle Programmes Overview

both on-road and off-road routes, which in the first instance will link Districts and then Districts to residential, commercial and leisure activities; • provide well designed, attractive and accessible cycle routes which enhance the character of the local townscape and landscape. • improve safety for cyclists, particularly by providing new cycle crossings and measures to help cyclists through busy junctions; • promote safer routes to school and ensure that routes are safe, attractive and well landscaped; • seek to embed cycle training in schools and train additional support staff as part of Bikeability; • update the Borough’s Cycle Map; • introduce safe and secure cycle parking and storage facilities in public places and encourage provision at schools and places of employment. Walsall To actively promote and - C.1 Develop an accurate system of recording pupil travel to  Walking initiatives Sustainable encourage sustainable replace the National School Census Data Transport o ToGo NoGo Modes school travel choices - T.1 Reduce the use of the car on the journey to and from o Park & Stride Scheme of Travel Strategy amongst pupils, parents, schools/colleges o Walking Buses (2012 - 2015) staff and the wider - T.2 Increase the number of children using all forms of o “Let’s Walk Together” Events community, by providing sustainable travel and transport on the journey to and from  Cycling initiatives training and a safer school/college Environment o Bikeability environment where walking - En.1 Provide a safe environment for all children and young o Assistant Bikeability Instructor Training & cycling in Walsall are the people on their journey to and from school/college o Parent & Child Training norm and contribute - En.2 Reduce negative environmental impacts of travel and o Dedicated Cycle Routes to School towards a more active assist schools in reducing their carbon footprints  Additional Initiatives lifestyle. - H.1 To foster a partnership approach with other agencies in o Road Safety Education introducing new school travel initiatives and build on existing o Transition Training best practice to the benefit of wider health objectives o Targeted Parking Enforcement - H.2 Encourage the integration of safer, sustainable and o Drive 2 Arrive healthy school travel into the school curriculum - Ed.1 To offer cycle and pedestrian training to all children thus increasing their travel choices and promoting sustainable travel options. - Ed.2 Provide knowledge and resources to schools and educational establishments to support education about road safety & sustainable travel Walsall Cycling “To create an environment - To identify a cycle network for the Borough that provides  Policy CS1: The Cycle Network Strategy (2003) and culture, where cycling is safe and easy access between residential areas, town o Priority 1 - Major routes that serve utility cycling Appendix 3 - Current Cycle Programmes Overview

regarded by everyone as one centres, local centres, employment centres, public transport trips, of the main means for facilities, schools and community facilities, recreational areas, o Priority 2 - Minor routes that serve recreational making local journeys and public open space and the countryside. Where appropriate cycling trips where cycling is regarded as disused railways and canal towpaths can be used as cycle  Policy CS2: Use of Canal Tow Paths for Cycling a recreational activity which ways.  Policy CS3: Funding leads to a healthier, more - To enhance the cycle network by ensuring that routes are  Policy CS4: Promotion enjoyable and sociable well designed, clearly signed and safe. Provision will be made  Policy CS5: Integration lifestyle". for safe cycle crossings and secure cycle parking facilities.  Policy CS6: Consultation - Where appropriate, shared use of existing footways and  Policy CS7: Cycle Friendly Employer bridleways will be considered provided that conflict between  Policy CS8: Monitoring and Prioritisation pedestrians and cyclists can be minimised.  Policy CS9: Design Principles - To increase the provision of secure cycle parking across the  Policy CS10: Design Standards Borough – in town/district centres and schools. Promoting  Policy CS11: Shared Use Paths greater integration between cycling and public transport  Policy CS12: Cycle Audits through provision of secure cycle facilities at bus and rail  Policy CS13: Planning Controls stations and on trains.  Policy CS14: Maintenance - To ensure that policies to increase cycling and meet the  Policy CS15: Cycle Parking needs of cyclists are fully integrated into existing and emerging local strategies. Walsall Walking “To create an environment The overall aim of this Strategy is to make all forms of walking:  Engineering measures to create safe, pleasant and accessible and Mobility and culture, where walking is walking facilities. Strategy (2003) regarded by everyone as the - Attractive and pleasant for the user.  Enforcement of legislation which will lead to a more attractive primary means for making - Barrier-free by removing obstacles which deter walk journeys walking environment. local journeys and a wherever possible.  Educational measure to teach healthy lifestyles and care of recreational activity which - Safe by, as far as possible, removing the sources of danger the environment. leads to a healthier, more without causing delay or diversion to the walker.  A wide programme of encouragement for walking, as a enjoyable and sociable - Personally secure by design. health-promoting activity both for the individual and the lifestyle". environment.  To market, promote and educate people about the benefits of walking and sustainable issues.  Policy WMS1: Funding  To maintain and ultimately increase the proportion of  Policy WMS2: Promotion journeys on foot, both as a mode on its own and in  Policy WMS3: Delivery conjunction with other modes of travel, in particular for  Policy WMS4: Partnerships journeys of around a mile or under.  Policy WMS5: Consultation  To improve the quality of life and social well-being of the  Policy WMS6: Design Standards community and different social groups.  Policy WMS7: Pedestrian Signing  To improve the quality of the walking environment,  Policy WMS8: Side roads safeguarding existing pedestrians’ rights of way and providing  Policy WMS9: Street Furniture further access to all.  Policy WMS10: Illegal Footway Obstructions  To provide a safe and secure walking environment.  Policy WMS11: Pavement and Verge Parking  To provide facilities for those with severe mobility problems  Policy WMS12: Pavement Cafés Appendix 3 - Current Cycle Programmes Overview

which meet their needs when not using motor vehicles.  Policy WMS13: Shared-Use Paths  Policy WMS14: Maintenance of Footways  Policy WMS15: Cleansing, Clearance and Emergency Maintenance  Policy WMS16: Roadworks  Policy WMS17: Vehicular access  Policy WMS18: Planning applications  Policy WMS19: Targets and Monitoring  Policy WMS20: Pedestrian Audits  Policy WMS21: Routes to Bus Stops  Policy WMS22: Designing Streets for People  Policy WMS23: Residential Areas  Policy WMS24: Quality Pedestrian Route Network  Policy WMS25: Town and District Centres  Policy WMS26: Local Shopping Centres  Policy WMS27: Local Facilities  Policy WMS28: Disability issues  Policy WMS39: Resting Facilities  Policy WMS30: Road Accidents and Safety  Policy WMS31: Pedestrian Crossing Facilities  Policy WMS32: Road Danger Reduction  Policy WMS33: Children’s Mobility  Policy WMS34: Safer Routes to School  Policy WMS35: School Travel Plans  Policy WMS36: Workplace Travel Plans  Policy WMS37: Lighting of Footpaths and Footways  Policy WMS38: Personal Security and Surveillance  Policy WMS39: Footpaths and Leisure Walking  Policy WMS40: Requests for Closure of Public Rights of Way  Policy WMS41: Quiet Roads and Green Lanes  Policy WMS42: Footways in Rural Areas  Policy WMS43: Health Walks  Policy WMS44: Greenways Wolverhampton A city where active travel Health Outcomes - Infrastructure improvements Active Travel modes become the 1. To halt the increase in the number of overweight or obese - Wider communication Strategy preferred choice, supported children in the reception year (age 4 to 5 years) - Engagement activities by a connected network of 2. To slow down the rapid rise in childhood obesity that occurs high quality and inviting in children between the age of 4 o 5 years (reception year) to aimed at all target groups: cycle routes and walkways. age 10-11 years (year 6). 3. All residents of Wolverhampton are active every day and - Hard to Reach groups those who are currently inactive and do not physical activity - Children and disabled persons Appendix 3 - Current Cycle Programmes Overview

begin to be more active. Evidence shows that 45% of adults - The Near Market are currently undertaking 1 x 30 minutes exercise per week; the percentage of adults currently taking at least 150 minutes of physical activity is currently at a base of 53.3%. 4. To increase physical activity amongst children and young people

Transport Outcomes 5. Raise the mode share of cycling from the current levels of 2% to at least 7% by 2023 and 10% by 2033 of all journeys. (This is in accordance with the West Midlands Cycle Charter). 6. Raise the mode share of walking from the current levels of 10% to at least 15% of all journeys by 2023. This is in accordance with levels being promoted by national bodies such as Sport England. 7. Reduced levels of traffic congestion in the morning peak – the exact target to be in accordance with the West Midlands Integrated Transport Authority Transport Strategy “Movement for Growth” General outcomes 8. Increase capital and revenue spending on cycling from the current level £5 per head to £10 per head by 2023. This is in accordance with the Centro Cycling Charter that the City of Wolverhampton Council has signed up to. Wolverhampton A City where all children and To provide all children and young people access to a range of 1. All educational facilities to have in place an effective up to Home to school young people live and access suitable sustainable transportation options in order that they are date travel plan sustainable travel education by walking, cycling able to access all educational provision to fulfill their potential. 2. To improve the infrastructure around schools through the strategy (2007- and using public transport SRTS Programme 2011) making for safer 3. To increase the numbers of children walking and cycling to communities with fewer and from school. road accidents whilst 4. To ensure that new schools under the BSF programme and promoting sustainability. schools undertaking building development, prepare or update STPs as required by the Design and Access statement 5. To improve accessibility to schools and encourage modal shift on the school run by continual promotion of sustainable transport 6. To raise awareness of road safety especially in the over eleven age Group 7. To incorporate the Child Safety Audit into this document 8. To achieve Mandatory Indicator Target LTP6 for car usage, to have no increase in morning peak traffic between 2005/06 Appendix 3 - Current Cycle Programmes Overview

and 2010/11 9. To publish in the Annual Admissions Documents the importance of travel choice, to promote sustainable travel commencing August 2008

Appendix 3 - Current Cycle Programmes Overview

Current cycling programmes:

 Dudley - Managing Short Trips (which applies to all Black Country authorities) and is LEP funded; LSTF-Quarry Bank & Cradley areas, Local Programmes (various locations), local safety schemes, safer routes to school (20mph zones), Pedestrian Crossing Programme, Cycle Parking at Leisure Centres.

 Sandwell Local Sustainable Transport Fund - Route and crossing improvements in West Bromwich, Oldbury Road, Birchfield Road.

 Walsall - Improved cycling links to Arboretum and Rushall Canal towpath.

 Wolverhampton Local Sustainable Transport Fund - Cycle access improvements to Priestfield metro station, Coseley railway station and improved connections to i54 Enterprise Zone. The centres of Wolverhampton and Bilston have been linked by a choice of routes using traffic-free paths and quiet roads. Safety improvement works have also taken place on the A41 Wellington Road. Public realm improvements are currently in progress in Wolverhampton City Centre to reduce traffic circulation within the ring road, including provision of a contraflow cycle route along Princess Street, Market Street and Garrick Street, restricted for use by motor vehicles. - A two level cycle storage facility has recently been installed in the Civic Centre underground car park, and two electric pool bikes have been acquired to complement the existing conventional bikes available to staff.

 The Black Country Local Enterprise Partnership’s ‘Making Shorter Trips’ programme. - In Dudley, there have been route improvements around Coseley, Quarry Bank and the wider Brierley Hill area, along with complimentary employer/student cycling programmes. Cycle parking improvements in Rowley Regis and Dudley Port have also been made, along with workplace and community cycling projects. In Sandwell, investment has taken place in route corridor improvements, and employer and student cycling programmes. In Walsall, there have been route improvements, and employer and student cycling programmes. In Wolverhampton, improvements to the Bilston Road corridor have been delivered with a complementary package of activities.

Current Monitoring Programmes:

 Dudley - 2011 Census data; - classified vehicle counts at various locations including the Dudley & Brierley Hill Town Centre cordons; - automatic cycle counters (at seven sites across the borough) indicate there are 100,000 cycle trips recorded annually in the authority; - cycle parking counts that are taken on an ad hoc basis; and - West Midlands Travel Trends Survey 2013.

Appendix 3 - Current Cycle Programmes Overview

- pre/post training questionnaire forms for Bikeability trainees; - formal feedback on training and events from participants; - Bikeability schools survey; and - a formal complaint system for recording Bikeability feedback.

 Sandwell - 2011 census data; - 14 automatic cycle counters on key routes across the borough (usually this is reported annually in terms of comparisons between sites and previous years' data); and - biennial cordon surveys around West Bromwich town centre (the latest data is from 2014). - Some transport surveys have been carried out as part of the Local Sustainable Transport Fund project at workplaces and schools (this will hopefully be ongoing).  Walsall

The Council doesn’t currently have any cycle counters or cordons in place, and holds no recent data in this regard. Some travel to school data has been collected recently, although this is limited. - Complete monitoring of number of children taking part in Bikeability. - Adam also has some anecdotal evidence where he has visited a scheme providing cycle parking at schools, and that he noticed an increase in cycling at that particular school after implementation.

 Wolverhampton - the Council has installed cycle counters at five points throughout the authority, both on towpaths and on highways. These have been in place for roughly one year; - there is also a bi annual cycle count in four locations which has just taken place; - Bikeability information, for example number of trainees, collected; - since the abolition of the authority’s School Travel Planner, there has been no data collected on school travel patterns.

- Bikeability monitoring. - Tim Philpott is not aware of any programmes that are monitored and evaluated other than Bikeability. There used to be some monitoring of adult cycle training, but adult training is now overseen by BikeRight! on behalf of Centro.

Appendix 4

Cycling Design Best Practice

Appendix 4 - Cycling Core Design Outcomes

The five core design outcomes, which together describe what good design for cycling should achieve, are: Safety, Directness, Comfort, Coherence and Attractiveness. The table below is adaptation of London Cycle Design Guidance, Wales Active Travel Design Guidance and Making Space for Cycling

guidance.

Key guiding ✓ ✘ Characteristics

principles Outcome Space separation There are three ways of achieving this: full kerb from volume segregation, semi-segregation and lower-traffic streets. motor traffic Segregation will reduce the risk of collision from beside or behind the cyclist and improve subjective safety. A high proportion of collisions involving cyclists occur at junctions, which need particular attention to reduce the risk of collision. Routes should be identified which reduce the number of crossing points or junctions that a cyclist needs to negotiate. Wherever possible routes should include “evasion room” (such as grass verges)

Good infrastructure should help to make and avoid any unnecessary physical hazards such as cycling safer and address negative guardrail, build outs, etc. to reduce the severity of a

perceptions about safety, particularly collision should it occur. when it comes to moving through Consider semi- Semi-segregation can take a number of forms: for

Safety junctions. segregation where example bike lanes, better separated from the traffic full segregation is with means such as traffic wands in the roads, or not possible mandatory cycle lanes, separated with traffic wands. Separation by Routes should make more use of secondary roads, using lower-traffic where they are sufficiently direct, to separate cyclists streets from volume traffic. Low speeds, careful layout of car parking, home zones, filtered permeability, contra-flow lanes should be considered in local streets.

Space for cycling is important but a Where integration In the Dutch principles of sustainable safety, this idea is narrow advisory cycle lanes next to a with other road expressed as the ‘homogeneity’ of mass, speed and narrow general traffic lane and guard- users is necessary, direction. Key to reducing severity of collisions is rails at a busy roundabout is not an differences of reducing motor traffic speeds, particularly at points speed, volume and where the risk of collision is greater, typically at Appendix 4 - Cycling Core Design Outcomes

acceptable offer for cyclists. vehicle type should junctions. Where cyclists and other vehicles are sharing be minimised the carriageway speeds should be reduced to more closely match that of the cyclist.

Reassessing the Chicanes and the like restrict the usefulness and capacity substandard tools of a route, block the passage of some types of bicycle, currently used to especially those used by disabled cyclists, and create manage cyclists’ unnecessary conflict with other users funnelled into the interactions with same small space. others Road space re- Changing road space allocation can impact on modal allocation choice. The network and route planning process should identify where the most benefit is to be gained from reallocating road space. This will help encourage more journeys by cycle and support planning for growing numbers of cycle users.

Appendix 4 - Cycling Core Design Outcomes

Cycles must not be Routes should be assessed in terms of all multi- treated as functional uses of a street including car parking, pedestrians but as crossing, pedestrian movements etc. We have a strong an individual preference against schemes requiring cyclists and transport mode pedestrians to share the same highway space, wherever they can be avoided. Cyclists and pedestrians should not share the same space at crossings and junctions. Clearly delineated separate and/or parallel routes should be provided for cyclists and pedestrians. Typical bad cycle design deals with junctions by making cyclists pretend to

Routes must be logical and continuous, be pedestrians, bringing them on to the pavement and without unnecessary obstacles, delays having them cross the road, often in several stages, on and diversions, and planned holistically toucan crossings. as part of a network. Cyclist Some busy, narrow main roads can never be made truly interventions need safe for cyclists, and there is little point trying if better not be attempted alternative roads exist. on every road

Directness Taking into account Dual or two-tier network planning (infrastructure based of how users on cycling skills and experience) is not acceptable. actually behave. If Planning should respect all people’s wishes to take the not, routes and most direct and fast route regardless of their cycling schemes will be ability, age and gender. There is little point, for instance, ignored in designing a cycle route through a road junction that Cyclists often choose to stay on requires cyclists to perform convoluted movements or carriageway rather than take wait at multiple sets of crossings. The ‘Cyclists dismount’ fragmented routes with built-in delay sign is the infallible mark of a faulty cycle route. It is due to multiple stage and narrow toucan recommended that routes be no longer than 1.4 x ‘as- crossings and lack of priority of side the-crow-flies’ distance. The number of times a cyclist roads. has to stop on a route should be minimised. The delay caused by junctions should be minimised. The delay caused by not being able to bypass slow moving traffic. Routes should avoid steep gradients. The routes should be cycled to assess the relative impact of gradient on time, effort and discomfort. Appendix 4 - Cycling Core Design Outcomes

All designers of Ideally, all schemes would be designed by people who cycle schemes cycle regularly. But at a minimum, anyone who designs a must experience scheme must travel through the area on a cycle to see the roads on a how it feels. cycle

As important as All lanes must be properly maintained and swept building a route frequently for debris and broken glass. Defects, including itself is maintaining non cycle friendly ironworks, raised/sunken it properly covers/gullies, potholes, poor quality carriageway paint afterwards (e.g. from previous cycle lane) should be minimised. Riding surfaces for cycling, and Route proposals must include a maintenance plan.

transitions from one area to another, Smooth pavement or carriageway construction, should be fit for purpose, smooth, well- preferably with Stone Mastic Asphalt or constructed and well maintained. blocks/bricks/sets Comfort Separation from In addition to reducing the number of encounters with traffic fumes and traffic and pedestrians, routes should also be avoided noise where a cyclist is exposed to fumes and noise from heavy traffic over long distances.

Cycling should be Most current cycle provision is squeezed into spare treated as mass space or on the margins of roads. New cycle Uncomfortable transitions between on- transport facilities must be designed to cope not just with and off-carriageway facilities are best these existing levels of use, but with the future we avoided, particularly at locations where are planning. conflict with other road users is more Facilities must be People will cycle in growing numbers, whether likely. designed for larger other road users want them to or not. The only

numbers of users issue is whether we cater for them effectively – reducing the potential for conflict with others – or ineffectively. Appendix 4 - Cycling Core Design Outcomes

Routes must flow Routes must feel direct and logical. Users should not feel as if they are having to double back on themselves, or go the long way round. Unnecessary small obstacles and diversions should be removed. Chicanes and ‘cyclist dismount’ signs must be avoided. Any cycle infrastructure that runs alongside a road must be continuous: in other words, it must maintain priority over every side road. Routes must be Cyclists – and other road users – must be in no doubt intuitively where the cycle route runs and where each different understandable by kind of user is supposed to be. This is partly about all users waymarking, which must be frequent, clear and reassuring, guiding users at every decision point and at some points inbetween. It is more, however, about design. Ambiguous or confusing designs, such as shared

Infrastructure should be legible, use footways, schemes where the cycle route intuitive, consistent, joined-up and disappears, or schemes which funnel cyclists inclusive. It should be usable and unexpectedly into the path of other traffic, should be

understandable by all users. avoided. Coherence Provision must be Ideally, schemes should be designed on a whole-route consistent and basis, integrated with what you want to do for all users routes must be on the street. Cycle facilities must join together, or join planned as a other things together. Routes should be planned network holistically as part of a network. Isolated stretches of route are of little value. Avoid inconsistent provision, such as a track going from the road to the pavement and then back on to the road, or a track which suddenly vanishes. Density of network Cycle networks should provide a mesh or grid of routes across the town or city. The density of the network is the distance between the routes which make up the grid Neither cyclists nor pedestrians benefit pattern. The aim, possibly in the longer term, should be from unintuitive arrangements that put a network with a mesh width of 250m. cyclists in unexpected places away from the carriageway. Appendix 4 - Cycling Core Design Outcomes

Avoiding over- Cycling interventions need not be heavily complication engineered and costly. A lot of the best are simple and cheap. The amount of work on a route should be proportionate to the level of intervention proposed. The need for Sometimes, investing in more substantial capital infrastructure is the only way to overcome a major infrastructure barrier. Cycle tracks should be laid to the same quality as roads.

Infrastructure should not be ugly or add unnecessarily to street clutter. Well- designed cycling infrastructure should enhance the urban realm. Social safety and Routes should be appealing and be perceived as

perceived safe and usable. Well used, well maintained, lit, vulnerability of overlooked routes are more attractive and user therefore more likely to be used.

Minimising street Attractiveness Street clutter should be minimised, although clutter essential directional signing will be required enabling wayfinding. Secure cycle Good quality cycle parking is essential for the start parking and end of a journey for all types of users. This

Sometimes well-intentioned signs and means providing secure stands near the entrance markings for cycling are not only difficult to a building and on-street. and uncomfortable to use, but are also unattractive additions to the Trials can help streetscape. If there is dispute about the impact of a road achieve change change, we recommend trialling it with temporary materials. If it works, you can build it more permanently. If it does not, you can easily and quickly remove or change it.

Appendix 4 - Cycling Core Design Outcomes

The starting point for the designing of links for cycling is given in Table below1, which relates minimum provision to cycle route type, motor traffic volume and speed. This shows how these factors influence the decision on the need to segregate cyclists from motorised traffic, and demonstrates how restraint of traffic speeds and volumes can be used to create satisfactory conditions, capable of encouraging new and novice cyclists to use the route.

- This table does not include the Basic Network or cycle tracks away from highways - Designers should always consider the potential to reduce motor traffic speed and volume to create acceptable conditions - There is some overlap between motor traffic flow ranges to allow for flexibility

1 Welsh Active Travel Design Guidance Appendix 4 - Cycling Core Design Outcomes

- Speed means speed limit, but if actual speeds are significantly higher, consider next highest category of speed - “Cycle tracks’ includes light segregation and hybrid tracks unless noted - In rural areas achieving speeds of 20mph may be difficult, and so shared routes with speeds of up to 30mph will be acceptable, with motor vehicle flows of up to 1000 vehicles per day.

In practice, a cycle route from one place to another will often involve sections of different types of provision: shared roads, cycle lanes, cycle tracks alongside the carriageway and cycle tracks away from the road. A safe and convenient transition between these different forms of provision is critical to ensure route coherence.

Appendix 5

Walking Design Best Practice

Appendix 5 - Walking Core Design Outcomes

The five core design outcomes, which together describe what good design for walking should achieve, are: Safety, Directness, Comfort, Coherence and

Attractiveness. The table below is adaptation of Wales Active Travel Design Guidance1.

Key guiding ✓ ✘ Characteristics

principles Outcome

Segregation Separating pedestrians from fast vehicle routes in space and/or time

Reducing vehicle Reducing vehicle speeds and flows to a level such speeds and flows that risks are brought to an acceptable level.

Personal safety Streets and paths should be well-lit at times with

20mph zones with traffic calming Walking routes should be well-lit and an even and continuous distribution of lighting, measures effectively reduce traffic overlooked in order to discourage anti- avoiding glare and pools of light and shadows and speed and improve pedestrian safety social activity and improve perceived any faults should be repaired quickly. Safety safety and usability Walking routes should be overlooked by buildings which are inhabited and well used by pedestrians and environmental anti-social activity such as graffiti, litter or vandalism should be reduced to a minimum or removed or repaired quickly. Walking routes should have clear exit and entrance points where people cannot be trapped, such as subway networks and blind corners. Overhanging shrubbery should be reduced to improve sight lines and to prevent it becoming an obstruction for blind and partially sighted people. Pedestrians should

1 http://gov.wales/docs/det/publications/141209-active-travel-design-guidance-en.pdf Appendix 5 - Walking Core Design Outcomes

feel safe using walking routes also through initiatives such as regular community policing.

Route width Where possible, paths should have a clear unobstructed width of 2m, which allows two wheelchair users to pass one other. Where physical constraints make this impossible a clear width of 1.5m should be maintained as this allows a wheelchair user and walking companion to travel side by side. If there is an obstacle that cannot be moved a restricted width around this of 1.2m provides space for a blind or partially sighted

Routes must be wide and with even and person to walk using a long cane, or with a guide firm surface dog, or alongside a person providing guidance. Some routes will require greater width than the minimum given above due to the number of

Comfort pedestrian that habitually use the route and/or the main category of user. A suitable footway width is important to allow pedestrians to travel

Pedestrian routes must avoid street comfortably at their chosen speed and in groups. clutter and other obstacles which Route gradient A gradient of 5% should be regarded as a desirable reduce the available width of maximum in most situations. Steeper gradients footways than these (not more than 10%) can be managed by some wheelchair users, but only over very short distances (1m or less), for example on a ramp between a bus entrance and the pavement. Crossfalls should not exceed 2.5% with a desirable maximum of 2%. Appendix 5 - Walking Core Design Outcomes

Quality of the In general, surfaces should be even, firm and slip surface resistant in wet and dry conditions. The maximum deviation under a 1m straight edge should not exceed 3mm. Contrast is important to many visually impaired people, many of whom are able to distinguish changes in colour and tone. Pavement materials should therefore be consistent, avoiding the use of random patterns which have no meaning. Good contrast between pedestrian routes, cycle tracks and carriageways will help visually impaired people to make sense of their environment. When paving flags and paviours are used, care should be taken to ensure that they are evenly laid; any unevenness can cause problems for some wheelchair users and some visually impaired cane users. Cobblestones should not be used. Avoiding street Street clutter, such as pole-mounted signs, utility clutter and boxes, phone boxes, litter bins, bollards and guard obstacles railing, reduces the available width of footways and is a particular hazard for visually impaired people. The amount of clutter should be minimised with remaining items located in a street furniture zone out of the pedestrian flow. The use by retailers of A-boards should be prevented or at least controlled as they pose a risk to older people and those with visual impairments. Footway (also called pavement) parking causes hazards and inconvenience to pedestrians. It can block routes for wheelchairs users, older people and parents with children and can be hazardous for blind and partially sighted people who risk bumping into wing mirrors or even open car boots. It also poses a road safety risk by blocking the view of Appendix 5 - Walking Core Design Outcomes

oncoming traffic and requiring people to walk into the carriageway.

Other Tactile paving, street furniture, drainage, cleanliness and lighting are all important design features influencing comfort. The provision of areas and benches for pedestrians to rest and sit is a particularly important user need for older pedestrians and those with physical disabilities. The provision of clean and accessible public toilets is also an important user needs particularly for older people or those with children. Easy and logical Pedestrian routes must allow people to reach their routes day to day destinations easily and logically. Important places to be served by walking networks include homes, shops, schools, transport interchanges and bus stops and other community facilities. Walkable Walkable neighbourhoods are characterised by

neighbourhoods having a range of facilities within 10 minutes

walking distance, mixed-use neighbourhoods with interconnected street patterns, where daily needs Diverting pedestrians through are within walking distance of most residents.

Coherence subways and across footbridges should be avoided due to the Comprehensive, Routes should connect with one another potential problems with accessibility permeable and seamlessly to form a comprehensive, permeable and perceptions of crime and logical network and logical network. Layouts of walking routes personal safety should be simple, logical and consistent. This will enable people to memorise environments that they

Layouts of walking routes should be use regularly and predict and interpret simple, logical and consistent environments that they are encountering for the first time. Appendix 5 - Walking Core Design Outcomes

Routes must be High quality, well placed and, where appropriate, clearly defined tactile embossed/Braille signs is vital to ensure and identifiable pedestrians are sufficiently aware of the most by all direct route to local facilities. Removing Any severance of key routes by busy roads or other severance issues obstacles such as railways, waterways and sharp changes in level must be reduced or overcome through appropriate and sympathetic schemes. Surface level crossings of roads coupled with other design measures such as reducing traffic speeds can help. Diverting pedestrians through subways and across footbridges should be avoided where possible due to the potential accessibility problems for older people and those with disabilities. Subways can also deter walking through perceptions (real or perceived) of crime and personal safety and add to the time and distance of a journey. Direct routes and In residential areas balance needs to be struck networks which between calming traffic and creating a layout that follow natural gives direct routes to people on foot. Pedestrian- desire lines only routes between cul-de-sacs are essential to provide permeability but careful design is needed

to ensure that these do not become places where anti-social behaviour and crime can flourish. Pedestrian routes Tight corner radii are preferred which minimise the

Directness should be as need for pedestrians to deviate from their desire

Pedestrian routes should be as Narrow staggered crossings do not straight as lines when crossing minor roads. Crossing on a straight as possible through road follow the pedetrians’ desire lines, they possible through radius is hazardous for blind and partially sighted junctions add to additional walking time and road junctions pedestrians as it is very difficult to orientate in a create potential conflict between users straight line from a radius and the person can inadvertently wander into the open road.

Appendix 5 - Walking Core Design Outcomes

The availability of In essence place function is about how people gain spaces to rest from an area, even when they are not moving. and reflect Spaces to rest are important for mental health and wellbeing.

Paths for relaxing In essence place function is about how people gain walks from an area, even when they are not moving.

Some quiet spaces and walks, such as areas of local parks, should therefore be included within the network of pedestrian routes. Footway parking causes hazards and

inconvenience to pedestrians and Attractiveness reduces attractiveness of the route Attractive streets Creating attractive pedestrian routes requires and public realm targeted reduction of street clutter, use of community led design techniques, regular street cleansing and the regular maintenance of street

Quiet spaces and walks should be furniture and footway surfaces. included within the network of pedestrian routes

Appendix 6

Future Housing Development Sites

Future Housing Sites: Over 200 dwellings

1"2) 1"4) 4")

7")8") 33 36 ") 3"4) ")

6")

5") 1 2") 3 ") ") 25 9") ")

1"7) 3"0) 3"2) 1"0) 2"7)

2"1) 11 28 2"0) 1"8) ") ")

2"2) 2"3)

2"9)

1"5)

3"1) 2"6)

Key

") Garden City

") Short Term

") Long Term No of Map Ref District Address Delivery Source Dwellings 1 Walsall Land (including factory complex AP (UK)) at Heathfield Lane West Darlaston < 5 years 304 Walsall Site Allocation Document (Publication Draft Plan) 2 Walsall Land At Servis UK Ltd,Darlaston Road,Wednesbury,Walsall,West Midlands, Ws10 7sr < 5 years 224 Walsall Site Allocation Document (Publication Draft Plan) 3 Wolverhampton Bilston Urban Village < 5 years 625 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5 4 Wolverhampton Goodyear Site, Stafford Road < 5 years 555 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5 5 Wolverhampton Ward Street Master Plan, Ettingshall < 5 years 425 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5 6 Wolverhampton Cable Street/ Steelhouse Lane < 5 years 365 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5 7 Wolverhampton Fmr Jennie Lee Centre, Wednesfield < 5 years 217 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5 8 Wolverhampton Wednesfield High School Playing Fields < 5 years 235 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5 9 Sandwell Darlaston Road/Old Park Road, Kings Hill Wednesbury < 5 years 200 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 10 Sandwell Harvills Hawthorn PFI,West Brom < 5 years 233 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 11 Sandwell Brandon Way/Albion Road, West Brom < 5 years 494 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 27 Dudley Land off B’ham New Road / Sedgley Road West (Former Bean Road Factory Estate) < 5 years 925 Dudley Borough Development Strategy 2016 Lyng Regeneration Site (Moor Street/Bromford Lane/Lyng Lane/Frank Fisher Way/Lyttleton Street and Horton 28 Sandwell < 5 years 337 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 Street 29 Sandwell Norbert Dentressangle Doulton Road, Rowley Regis < 5 years 218 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 30 Sandwell Hall Green Road, West Bromwich < 5 years 250 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 31 Sandwell Woods Lane, Cradley Heath < 5 years 212 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 32 Sandwell Bradleys Lane/High Street, Tipton < 5 years 230 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 2 36 Walsall Willenhall - GARDEN CITY TBC Garden City Brochure 12 Walsall Goscote Lane Copper Works 5 years + 395 Walsall Site Allocation Document (Publication Draft Plan) 14 Walsall Goscote Lodge Crescent (part of Site B) (OS6055) 5 years + 200 Walsall Site Allocation Document (Publication Draft Plan) 15 Dudley Cakemore Road, Black Heath 5 years + 200 Dudley Borough Development Strategy 2016 16 Sandwell Caters Green Gun Lane 5 years + 200 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 17 Sandwell Portway Road, Wednesbury 5 years + 375 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 18 Sandwell Oldbury Road, West Brom 5 years + 672 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 20 Sandwell Rattlechain Site Land to the north of Temple Way, Tividale - GARDEN CITY TBC 257 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 21 Sandwell Vaughan Trading Estate 5 years + 349 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 22 Sandwell North Smethwick Canalside, Smethwick 5 years + 400 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 23 Sandwell Rabone Lane, Smethwick 5 years + 200 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 24 Sandwell Lying industrial estate West Bromwich 5 years + 322 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 25 Sandwell STW/SMBC Land Friar Park Rd Wednesbury 5 years + 633 Sandwell Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 3 26 Dudley Land east of Dudley Road, north of the railway line, Lye including Bromley Street - GARDEN CITY TBC 200 Dudley Borough Development Strategy 2016 Land At Former Caparo Works, Between The Wyrley And Essington Canal,Miner Street, Green Street And Old 33 Walsall 5 years + 310 Walsall Site Allocation Document (Publication Draft Plan) Birchills, Old Birchills, Walsall 34 Wolverhampton Stafford Street/Cannock Road Canalside Quarter - GARDEN CITY TBC 210 Wolverhampton Strategic Housing Lane Availability Assessment (SHLAA) 2015 Appendix 5

**Sites over 300 dwellings have been used as the initial sifting

Appendix 7

Walking Audit Template

Black Country Walking and Cycling Strategy: Walking Audit Template

Audit area: Length of the section: Date: Time: Weather:

General Comments: Overview of the audit site:

Summary of identified issues:

The auditing methodology targets the following five considerations for pedestrian infrastructure; x Comfort x Attractiveness x Accessibility x Directness x Safety

The major identified issues were:

Other issues raised included: r e o r

Require- t o

c 0 (Red) 1 (Amber) 2 (Green) Comments and photos Actions c

ment a S F n o i t i d n o C T R O F M O C r e h t O e c n a n e t n i a M S S e E m N i r E V C I f T o C r A a R e T F T A r e h t O ACCESSIBILITY

Other Footway Parking Street Clutter Footway Width DIRECTNESS

Other Tactile Paving Dropped Kerbs Gaps in Traffic SAFETY

Others Traffic Speed Traffic Volume Audit Score Total

Appendix 8

Supporting Baseline Data and Analysis

General Health Source: 2011 Census Data

'Residents' Health Level 'Bad/Very Bad 0% - 2% 3% - 4% 5% - 6% 7% - 8% 9% - 10%

Contains OS data © Crown Copyright and database right 2015 Key Indices of Multiple Deprivation Lowest Quartile (Most Deprived) 2nd Lowest Quartile 2nd Highest Quartile Highest Quartile (Least Deprived)

© OpenStreetMap (and) contributors, CC-BY-SA Households without Access to a Car

Walsall Wolverhampton

West Bromwich Dudley

Key

2% - 14% 15% - 26% 27% - 39% 40% - 51% 52% - 63%

© OpenStreetMap (and) contributors, CC-BY-SA Census Workplace Zones ¯

E33018646

E33018644 E33021279 E33018672 E33019615 E33021141

E33019597 E33018666

E33020882

E33018434

E33020916 E33019690

E33019688

E33018429

P

P

Key

Over 250 employees living under 2km distance to work © OpenStreetMap (and) contributors, CC-BY-SA WP702EW - Distance travelled to work (Workplace population) ONS Crown Copyright Reserved [from Nomis on 13 April 2016] date 2011

All categories: 2011 census Distance Less than 2km workplace zone travelled to work E33021279 5,843 1,084 E33018434 5,233 657 E33018666 3,503 502 E33020882 2,761 403 E33019690 2,556 383 E33019688 1,806 365 E33021141 1,378 314 E33019615 1,062 302 E33018644 1,255 279 E33018672 2,242 269 E33020916 842 262 E33018429 646 258 E33019597 2,481 255 E33018646 1,036 250 WU03EW - Location of usual residence and place of work by method of travel to work (MSOA level) ONS Crown Copyright Reserved [from Nomis on 17 March 2016]

population All usual residents aged 16 and over in employment the week before the census units Persons date 2011 method of travel to work All categories: Method of travel to work (2001 specification)

usual residence : 2011 super E02002000 : E02002001 : E02002002 : E02002003 : E02002004 : E02002005 : E02002006 : E02002007 : E02002008 : E02002009 : E02002010 : E02002011 : E02002012 : E02002013 : E02002014 : E02002015 : E02002016 : E02002017 : E02002018 : E02002019 : E02002020 : E02002021 : E02002022 : E02002023 : E02002024 : E02002025 : E02002026 : E02002027 : E02002028 : E02002029 : E02002030 : E02002031 : E02002032 : E02002033 : E02002034 : E02002035 : E02002036 : E02002037 : E02002038 : E02002039 : E02002040 : E02002041 : E02002042 : E02002043 : output area - middle layer Dudley 001 Dudley 002 Dudley 003 Dudley 004 Dudley 005 Dudley 006 Dudley 007 Dudley 008 Dudley 009 Dudley 010 Dudley 011 Dudley 012 Dudley 013 Dudley 014 Dudley 015 Dudley 016 Dudley 017 Dudley 018 Dudley 019 Dudley 020 Dudley 021 Dudley 022 Dudley 023 Dudley 024 Dudley 025 Dudley 026 Dudley 027 Dudley 028 Dudley 029 Dudley 030 Dudley 031 Dudley 032 Dudley 033 Dudley 034 Dudley 035 Dudley 036 Dudley 037 Dudley 038 Dudley 039 Dudley 040 Dudley 041 Dudley 042 Dudley 043 Sandwell 001 E02002000 : Dudley 001 128 22 14 72 16 68 12 9 18 26 91 37 53 5 42 13 25 21 6 18 10 91 11 4 6 6 1 2 0 2 1 8 7 7 9 0 9 1 7 3 4 0 2 9 E02002001 : Dudley 002 21 147 67 28 16 50 16 15 15 21 73 45 38 12 46 9 20 27 8 14 7 114 6 3 6 5 2 2 2 2 7 13 1 13 20 2 6 1 8 1 7 0 1 9 E02002002 : Dudley 003 16 82 119 23 22 67 23 25 26 18 111 53 78 9 53 13 26 18 8 14 5 135 11 2 1 19 2 1 4 2 4 11 1 22 18 4 7 2 13 5 1 0 2 7 E02002003 : Dudley 004 66 64 32 179 54 88 20 22 17 29 133 62 80 5 53 17 29 34 0 11 15 160 10 0 7 5 3 3 0 6 12 10 4 30 15 4 8 1 14 5 4 2 2 5 E02002004 : Dudley 005 21 48 59 47 71 112 47 21 51 39 165 82 86 7 84 19 42 49 12 16 14 155 16 1 10 12 6 4 2 4 10 18 4 30 8 2 13 4 11 8 4 2 1 3 E02002005 : Dudley 006 23 13 17 26 29 200 11 15 35 48 201 56 107 13 101 16 36 48 6 35 20 133 12 0 10 5 3 2 2 2 7 18 7 31 19 0 13 2 12 8 3 2 1 7 E02002006 : Dudley 007 15 45 33 19 30 69 68 83 53 38 126 173 113 13 69 29 34 47 9 24 14 190 13 2 8 6 4 2 2 6 16 20 4 22 19 2 6 1 12 8 4 0 0 7 E02002007 : Dudley 008 14 49 33 8 19 91 68 238 55 50 172 185 150 24 94 25 49 57 21 17 26 250 25 0 5 8 2 4 2 5 17 31 7 27 27 4 12 7 22 9 4 2 0 2 E02002008 : Dudley 009 21 28 32 21 23 100 45 47 152 46 280 130 158 20 112 40 62 67 20 41 20 331 17 1 7 13 6 7 1 5 18 15 15 34 27 1 10 5 27 12 10 1 3 3 E02002009 : Dudley 010 9 6 3 7 13 118 9 6 11 138 113 36 56 5 83 13 33 58 5 38 6 123 18 1 8 11 0 2 1 3 9 19 3 29 13 3 8 5 19 4 5 1 1 4 E02002010 : Dudley 011 6 7 3 9 15 70 15 5 29 34 227 62 121 14 90 29 53 47 6 53 13 168 15 1 14 13 1 2 0 2 16 19 6 29 17 2 12 4 18 11 3 3 1 4 E02002011 : Dudley 012 6 9 6 8 7 34 3 10 13 9 75 272 108 111 49 72 40 35 34 23 40 208 29 6 6 9 11 2 1 8 23 21 4 28 53 4 14 11 11 18 3 6 3 3 E02002012 : Dudley 013 11 12 6 8 5 43 8 5 32 40 159 126 350 16 83 50 105 56 9 37 19 269 30 3 11 15 7 3 3 3 19 16 14 34 29 3 19 6 21 17 14 1 1 6 E02002013 : Dudley 014 11 13 5 4 12 38 8 10 29 11 89 175 109 177 54 49 40 39 72 22 44 208 36 12 9 17 7 8 5 6 28 23 14 22 45 4 16 7 21 21 9 11 4 1 E02002014 : Dudley 015 5 6 1 2 4 69 7 2 17 74 141 54 80 6 158 13 39 76 7 32 14 158 18 1 14 19 1 2 2 6 6 18 8 33 13 4 12 3 27 2 7 2 4 4 E02002015 : Dudley 016 7 7 2 3 12 39 14 8 17 12 83 240 141 71 61 111 80 54 40 20 42 307 38 6 10 7 3 2 4 4 19 22 16 28 44 2 23 4 15 19 4 4 0 3 E02002016 : Dudley 017 10 9 5 4 7 52 7 2 15 30 98 189 141 31 48 56 188 60 39 54 44 460 67 2 15 7 5 11 3 2 31 37 13 31 51 2 19 7 18 19 10 2 3 5 E02002017 : Dudley 018 10 9 11 3 5 63 10 4 11 29 128 66 72 14 100 14 43 274 2 92 14 313 31 3 25 27 6 4 3 19 22 43 13 96 31 7 36 4 34 21 7 3 2 7 E02002018 : Dudley 019 4 10 12 4 13 54 8 17 14 22 107 223 182 108 82 81 70 50 176 53 120 360 61 14 20 9 14 7 4 13 44 27 14 26 89 1 28 16 28 42 8 4 3 4 E02002019 : Dudley 020 11 7 6 3 10 52 4 5 18 21 93 85 66 8 85 11 55 236 3 143 16 357 26 2 50 35 6 3 2 7 23 56 23 66 28 14 11 2 37 18 14 3 2 4 E02002020 : Dudley 021 5 14 9 7 11 47 5 10 16 13 106 229 213 96 80 71 89 39 105 44 169 469 89 21 17 13 6 11 2 6 63 53 15 34 138 3 32 14 32 49 13 5 4 1 E02002021 : Dudley 022 3 5 4 2 3 34 2 2 11 24 70 125 126 17 49 36 94 52 5 65 35 625 78 14 39 7 13 10 9 9 40 41 9 31 71 1 36 7 39 24 9 3 1 2 E02002022 : Dudley 023 6 9 2 4 6 38 1 4 8 14 92 127 142 26 62 32 71 58 18 46 90 454 232 15 22 17 17 20 16 8 91 49 14 45 152 7 32 16 29 55 18 11 7 6 E02002023 : Dudley 024 3 5 3 3 2 22 4 7 7 6 59 139 94 47 47 30 46 22 39 26 94 247 81 36 9 5 8 10 5 6 53 43 7 27 87 4 22 7 9 48 9 7 1 5 E02002024 : Dudley 025 7 3 7 3 3 40 5 5 14 19 79 88 82 12 57 24 58 83 7 60 25 501 58 4 149 34 28 12 9 13 26 111 36 85 64 6 56 5 49 34 9 7 5 3 E02002025 : Dudley 026 1 5 5 1 4 22 4 6 3 10 60 25 23 2 33 8 10 24 2 7 9 116 5 0 6 201 5 1 1 97 6 27 11 114 20 28 9 0 84 7 3 5 11 5 E02002026 : Dudley 027 2 2 2 7 2 38 5 4 10 14 50 64 108 21 66 20 54 52 13 61 38 511 60 10 42 23 94 78 8 6 49 76 27 66 114 7 57 13 48 48 14 7 3 7 E02002027 : Dudley 028 1 6 4 6 5 34 3 5 7 7 97 63 116 10 64 28 35 46 14 37 31 348 66 5 14 11 45 82 7 8 62 46 17 43 155 2 27 10 33 38 17 16 3 1 E02002028 : Dudley 029 7 5 5 0 1 26 2 1 7 3 47 41 64 13 30 10 24 31 8 27 29 194 56 8 11 8 5 10 57 6 53 40 5 31 205 2 26 25 22 59 27 5 2 1 E02002029 : Dudley 030 4 4 0 0 0 23 5 1 4 5 24 8 13 7 14 4 5 12 1 9 2 48 4 1 4 74 4 0 1 84 4 9 8 82 10 53 6 0 80 6 1 0 2 1 E02002030 : Dudley 031 2 4 5 8 1 29 7 3 7 7 52 66 99 13 41 13 35 29 13 19 26 273 40 13 12 13 17 35 9 3 107 60 16 38 227 1 53 18 28 65 22 12 5 6 E02002031 : Dudley 032 5 4 0 4 4 19 2 2 3 9 50 39 40 5 32 12 37 44 2 17 15 210 27 4 25 39 14 12 4 11 27 164 62 85 74 7 66 6 64 44 14 15 15 2 E02002032 : Dudley 033 2 3 5 1 4 27 7 2 7 17 57 51 69 14 43 13 29 62 5 33 16 281 44 3 22 65 16 8 0 21 34 108 188 192 91 32 59 8 183 39 20 20 33 1 E02002033 : Dudley 034 7 5 3 0 3 15 3 1 7 6 45 25 30 2 26 5 5 40 2 26 15 158 21 0 10 83 3 6 1 40 12 34 27 311 39 24 27 2 230 14 9 6 22 0 E02002034 : Dudley 035 3 8 2 0 8 28 1 4 10 11 59 65 102 16 38 15 21 40 29 26 35 219 48 6 10 17 14 14 16 8 93 52 23 55 402 4 35 47 30 124 49 13 5 5 E02002035 : Dudley 036 3 1 0 0 1 5 0 0 3 6 30 8 17 2 16 2 10 14 1 6 4 68 7 0 3 38 2 0 1 63 8 11 15 84 20 110 10 0 88 9 3 1 4 4 E02002036 : Dudley 037 1 1 1 2 4 14 1 3 5 4 35 38 40 5 37 13 25 41 4 26 12 161 41 2 15 14 12 7 6 2 63 142 29 61 146 3 114 8 28 67 18 44 3 0 E02002037 : Dudley 038 4 0 7 2 3 17 3 4 6 5 55 45 62 12 35 9 24 18 8 32 35 185 35 3 10 7 9 5 26 6 52 41 16 45 210 9 38 85 28 81 51 7 10 2 E02002038 : Dudley 039 2 4 0 1 4 17 3 2 6 10 44 20 40 7 43 10 26 31 3 14 19 157 10 2 6 65 3 2 3 47 8 41 38 271 50 48 26 6 424 22 8 6 48 4 E02002039 : Dudley 040 4 4 2 4 2 16 0 3 7 6 37 28 42 3 33 6 16 27 6 11 23 141 26 4 15 13 9 6 4 12 32 48 11 41 164 4 49 16 38 114 37 24 5 3 E02002040 : Dudley 041 6 1 2 0 0 14 1 2 6 7 57 40 64 12 39 4 25 31 12 17 22 121 33 4 11 7 7 8 5 3 38 48 17 40 155 6 28 34 27 61 84 13 3 0 E02002041 : Dudley 042 4 2 0 0 4 11 3 2 2 5 39 29 46 10 29 4 21 11 6 17 16 165 14 1 14 17 3 5 1 6 37 69 23 43 134 5 58 18 47 64 19 65 4 1 E02002042 : Dudley 043 6 2 2 3 5 20 2 0 9 11 41 24 46 1 35 11 19 23 2 9 9 139 9 0 9 51 5 4 0 30 12 53 37 207 40 30 28 7 236 15 7 11 105 7 503 690 536 536 463 2,033 472 622 793 954 3,950 3,738 3,967 1,022 2,496 1,060 1,848 2,183 788 1,392 1,272 10,281 1,574 220 717 1,070 429 419 234 602 1,302 1,811 829 2,669 3,343 461 1,176 445 2,251 1,338 586 352 337 164 E02002043 : Sandwell 001 6 5 2 2 1 21 3 2 0 4 13 9 7 3 12 1 8 5 0 8 2 20 0 0 2 6 0 0 0 3 1 3 0 5 3 1 2 0 1 1 0 0 0 259 E02002044 : Sandwell 002 2 0 0 0 2 6 0 0 3 2 7 3 3 0 8 0 1 4 0 0 5 10 1 0 3 3 1 0 0 0 0 1 1 7 0 0 4 1 4 1 0 0 0 32 E02002045 : Sandwell 003 8 3 1 2 0 15 0 1 2 6 17 5 5 0 13 3 8 6 0 9 3 14 0 3 2 5 0 0 0 2 1 6 1 9 0 0 2 1 4 0 0 1 2 121 E02002046 : Sandwell 004 4 1 1 0 0 6 0 0 1 0 7 6 3 0 3 1 1 7 0 4 1 16 1 0 1 1 0 0 0 2 1 3 1 4 0 1 0 0 6 0 1 0 0 64 E02002047 : Sandwell 005 5 4 0 0 0 16 1 1 4 5 12 5 7 0 5 4 4 11 1 6 1 31 1 0 1 2 0 0 0 1 1 2 0 4 1 0 4 0 2 2 0 0 0 90 E02002048 : Sandwell 006 2 0 0 0 1 3 0 0 1 2 7 1 2 0 2 1 2 1 2 0 0 9 0 0 2 3 0 0 0 1 2 1 1 7 1 1 1 0 3 0 0 0 0 8 E02002049 : Sandwell 007 18 3 2 6 1 40 2 2 2 16 28 17 19 4 18 3 17 17 2 3 1 47 2 0 3 4 1 0 0 0 2 6 2 16 1 0 3 0 7 1 1 0 0 24 E02002051 : Sandwell 009 7 3 1 5 0 21 0 1 0 6 26 11 9 0 14 4 5 13 0 7 3 17 1 0 1 7 0 0 0 2 1 6 1 13 3 0 2 0 7 1 1 0 0 21 E02002052 : Sandwell 010 3 1 0 0 0 12 0 0 0 4 8 5 9 2 12 3 1 4 0 8 2 16 1 1 2 12 0 0 0 3 1 4 3 18 1 0 5 0 6 2 2 0 0 54 E02002053 : Sandwell 011 0 0 0 0 0 6 0 0 1 1 5 4 1 0 0 1 3 2 0 0 1 7 0 0 0 2 0 0 0 1 0 2 0 5 2 0 1 0 5 0 0 0 0 9 E02002054 : Sandwell 012 1 0 0 0 0 0 0 0 1 0 2 4 2 0 1 0 6 6 0 0 0 5 1 0 0 3 0 0 0 5 1 0 1 8 1 0 0 0 2 0 0 0 0 3 E02002055 : Sandwell 013 5 0 0 0 1 13 0 0 2 1 20 4 5 0 16 4 5 7 0 4 0 27 2 0 3 3 0 0 0 4 1 2 1 8 7 2 3 0 2 3 0 0 2 37 E02002056 : Sandwell 014 27 7 2 11 4 54 2 7 7 18 38 15 27 3 26 7 14 33 1 14 3 59 3 0 5 6 0 2 0 2 1 6 3 16 2 0 12 1 8 10 0 0 4 23 E02002057 : Sandwell 015 21 5 2 12 7 75 5 2 11 19 63 15 42 5 38 10 15 18 2 14 5 81 8 1 1 1 1 0 0 1 3 4 4 18 10 1 9 0 11 2 0 0 0 20 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19 1 92 6 1 3 3 28 1 38 3 2 19 13 13 22 11 3 2 14 2 41 6 0 3 1 20 0 28 2 3 7 13 8 8 18 2 10 10 2 75 6 0 7 4 12 0 41 3 2 13 10 5 38 10 1 16 6 4 95 9 1 1 2 13 3 32 2 7 17 10 7 38 24 2 11 14 1 119 8 1 7 2 28 1 32 5 6 13 6 12 34 4 1 2 1 0 24 4 1 1 0 17 0 11 0 0 3 2 1 13 15 1 6 5 3 38 2 1 2 2 20 1 8 2 1 6 3 2 15 15 0 10 10 1 77 7 1 3 2 6 2 7 0 5 7 2 4 13 5 0 2 8 3 36 3 0 2 1 6 0 14 0 0 8 3 4 7 12 1 12 8 2 64 4 0 1 3 2 1 14 2 3 7 4 2 12 7 0 4 9 0 34 2 0 2 0 8 0 11 0 0 7 1 2 7 10 1 5 5 4 27 5 0 0 0 7 1 15 2 0 7 2 5 8 5 1 3 4 0 22 2 0 0 2 3 1 18 2 1 10 1 0 6 3 0 4 5 1 19 0 0 2 0 7 1 10 1 1 6 0 1 11 11 0 13 6 2 70 5 0 2 1 5 1 19 2 3 9 4 2 22 6 3 2 2 0 26 1 0 0 0 6 1 9 1 2 8 5 4 3 17 1 15 8 3 68 7 0 3 1 8 4 17 0 7 5 5 3 35 4 1 2 5 0 22 1 0 0 1 8 0 12 0 1 5 0 0 4 7 2 7 6 0 28 0 0 1 0 8 0 12 0 1 4 3 0 5 13 2 4 5 0 32 2 0 2 1 3 3 6 2 0 6 5 1 11 2 2 0 5 0 30 3 0 0 0 5 0 15 0 1 6 1 3 9 6 0 0 1 0 16 0 1 2 1 3 0 5 0 0 2 4 1 3 8 1 4 7 1 24 0 0 1 1 7 3 13 3 1 5 1 4 13 5 2 3 6 0 28 0 0 1 1 2 0 16 1 1 5 4 3 5 1 2 5 3 0 22 2 0 2 0 3 0 10 2 0 2 3 2 7 1 2 3 1 1 9 0 0 1 0 0 1 2 0 0 2 3 0 4 3 2 3 5 1 13 2 0 1 1 2 0 4 0 0 2 2 1 4 2 5 2 3 0 14 2 0 0 0 5 1 7 0 0 5 4 0 7 0 0 3 2 0 18 1 0 3 0 4 0 17 0 0 7 3 1 7 3 0 4 3 1 21 1 0 0 0 5 0 4 0 0 2 1 1 6 7 3 1 5 1 38 6 0 3 1 3 2 3 3 2 3 1 2 9 4 0 3 2 0 16 0 0 1 0 1 1 2 0 0 0 0 1 1 2 1 1 2 1 11 0 0 1 0 2 1 4 0 1 3 0 3 5 4 0 1 0 1 17 4 0 3 0 0 2 7 0 2 4 4 1 6 5 0 2 3 0 19 1 0 0 0 3 2 6 0 1 3 0 0 2 6 1 1 1 0 17 4 0 3 0 1 1 5 1 0 2 1 1 9 4 0 6 2 0 23 3 0 0 0 0 0 4 0 2 2 1 3 10 2 0 3 1 1 22 0 0 0 1 3 1 5 0 1 1 0 1 3 3 1 6 2 1 30 1 1 0 0 3 2 5 0 0 4 2 0 6 453 79 261 321 53 1,963 159 14 86 42 469 53 770 55 83 356 256 204 659 12 3 6 12 0 32 2 0 6 2 15 0 17 3 0 11 2 1 8 6 0 1 3 0 24 0 1 1 0 14 1 4 2 0 0 6 1 6 5 0 3 13 1 21 1 0 6 0 5 0 13 0 0 1 6 1 8 3 0 1 3 0 9 1 0 2 0 3 0 11 0 0 1 0 0 5 10 0 6 12 3 23 2 3 0 0 10 0 18 1 0 8 12 3 8 4 1 3 2 0 15 0 0 1 2 0 1 7 0 0 1 2 0 4 8 3 2 12 0 52 2 0 4 1 36 0 32 1 2 9 22 7 18 5 0 1 8 0 10 1 1 3 1 19 0 15 0 0 12 3 4 11 6 0 1 15 0 32 2 5 2 0 17 0 10 0 0 3 3 2 10 2 1 0 3 0 7 0 0 1 0 6 0 4 1 0 2 1 0 2 1 2 0 1 0 9 1 0 2 0 0 1 4 0 0 0 0 0 2 11 1 3 8 0 35 0 1 0 0 15 0 9 0 1 8 7 1 13 13 4 8 11 0 32 1 2 2 0 35 1 34 0 2 8 12 18 10 15 2 9 11 1 30 1 3 2 1 21 0 11 1 1 6 15 7 9 12 3 7 17 1 49 2 2 3 0 29 2 23 1 3 12 14 3 23 12 2 2 6 0 30 4 0 2 0 26 0 11 2 0 4 2 0 14 0 1 0 2 0 21 1 0 1 0 6 0 7 0 4 0 3 2 9 2 0 0 1 1 20 0 0 0 0 14 0 11 0 2 1 1 1 3 6 1 0 2 0 16 0 2 0 0 11 0 16 0 0 3 1 1 9 9 2 4 6 0 28 5 0 2 0 10 0 14 0 1 3 9 4 9 9 0 3 9 0 33 3 0 1 1 12 0 18 0 0 8 7 6 7 14 1 1 5 0 15 3 0 1 0 6 0 3 0 1 2 4 1 8 3 1 0 0 0 11 0 0 0 0 8 0 5 0 1 1 3 1 2 4 0 0 4 0 15 1 0 3 1 4 0 4 0 2 1 2 2 2 3 1 3 4 0 21 0 0 0 0 5 0 5 1 1 0 8 1 3 2 1 2 3 2 4 2 0 0 0 4 0 7 0 0 3 0 1 2 2 1 0 1 0 9 0 0 0 0 2 0 1 0 0 0 1 0 3 2 0 5 1 0 10 1 0 1 0 3 0 4 0 1 3 2 2 8 3 0 0 6 0 20 0 1 2 0 4 0 11 0 0 1 1 0 7 0 0 1 2 0 13 1 2 1 0 5 0 6 0 0 5 5 3 1 2 1 3 0 1 11 2 0 1 0 1 0 6 0 0 1 8 0 1 2 1 3 1 0 27 0 0 1 0 5 0 7 0 0 3 0 0 3 4 0 0 1 0 30 1 0 0 1 5 0 2 0 0 5 0 0 0 4 1 1 10 0 20 1 0 1 0 6 0 4 0 0 3 4 2 11 8 0 2 1 0 10 2 0 0 0 1 1 2 0 1 0 2 0 3 4 0 0 4 0 7 3 0 1 0 6 2 2 0 2 2 0 0 4 4 2 1 3 0 14 1 3 1 0 4 0 7 0 0 1 5 1 5 7 0 2 4 0 25 2 0 4 0 14 0 19 0 0 3 4 1 4 219 36 84 207 10 790 49 26 58 10 387 9 384 13 25 135 177 77 255 236 63 69 110 12 512 29 5 12 13 47 16 73 7 21 17 7 5 110 114 27 52 31 19 264 28 2 7 7 11 13 29 6 6 4 9 2 66 104 34 72 28 14 320 32 1 3 7 32 15 39 8 7 10 6 5 55 159 25 31 49 4 212 13 2 13 9 18 3 36 8 5 9 8 4 62 243 11 33 65 6 241 11 10 7 3 23 6 47 5 10 17 9 2 64 103 44 45 38 5 321 17 3 9 17 24 4 35 8 11 14 10 2 63 109 36 41 31 6 228 17 0 5 4 23 8 32 4 10 16 11 3 44 360 31 46 87 15 354 32 4 26 11 48 5 60 6 13 22 12 4 79 147 27 103 53 33 396 60 3 17 12 32 10 44 9 10 15 20 4 99 268 20 26 65 9 308 18 9 16 5 52 6 46 9 4 9 15 9 60 168 21 42 47 9 247 23 2 6 7 27 12 35 9 9 9 5 3 54 257 19 41 53 5 263 18 7 6 5 34 4 41 13 6 15 17 2 58 107 69 97 27 7 307 33 0 7 10 36 11 45 7 18 17 3 6 73 93 30 121 56 61 402 73 1 7 17 28 17 41 7 22 21 15 6 75 591 49 77 77 13 418 34 6 13 19 70 7 64 10 17 23 15 21 96 75 108 74 33 17 297 18 2 13 2 25 8 37 19 4 9 7 10 76 110 60 174 53 33 592 80 1 19 11 27 11 46 19 17 10 8 6 100 187 19 61 245 6 410 28 6 45 4 90 7 84 8 16 18 29 6 109 86 20 97 56 112 353 84 1 8 17 24 26 34 9 22 6 12 5 87 160 35 112 61 22 641 51 0 10 35 41 19 35 15 24 16 18 3 195 138 22 125 49 50 501 190 4 16 40 48 45 50 19 32 19 15 8 155 75 7 32 44 4 148 11 39 62 2 143 4 78 6 7 24 33 7 67 96 21 34 83 4 220 16 11 91 3 182 5 110 13 7 32 48 15 80 106 27 99 64 27 458 87 0 18 106 38 51 45 23 53 9 13 10 156 76 4 11 71 5 156 20 7 33 7 244 2 82 10 7 23 70 14 40 110 31 84 52 58 460 124 1 12 47 31 152 51 13 52 21 9 9 148 106 29 49 106 4 283 15 5 26 3 136 4 197 28 10 56 57 18 140 135 5 59 46 11 417 43 6 14 32 57 24 61 124 41 20 14 18 271 106 19 83 47 20 322 59 2 9 34 32 54 43 17 118 17 7 8 119 75 10 22 53 4 239 29 1 6 8 64 7 110 14 4 123 20 63 113 44 7 19 44 1 136 11 6 20 5 144 5 102 5 1 28 177 36 39 67 22 34 48 7 208 18 0 8 8 59 2 109 13 8 74 42 117 95 154 23 59 87 10 476 32 9 23 29 96 11 134 67 23 48 25 10 482 4,965 975 2,124 2,059 613 11,110 1,354 156 587 539 1,986 574 2,075 538 615 771 766 441 3,530 10 0 4 10 4 23 2 0 2 0 5 0 6 1 0 1 5 1 8 2 2 4 8 0 10 1 2 1 0 4 0 5 0 1 2 0 0 1 12 1 5 6 0 26 3 1 1 1 5 0 8 0 0 0 1 0 8 9 0 1 2 1 17 0 1 3 0 6 0 10 0 0 0 2 2 3 11 1 5 4 0 22 1 0 2 0 4 0 12 0 0 2 4 0 9 17 1 3 11 0 33 0 0 0 0 5 0 10 2 0 2 1 0 7 8 0 1 4 0 22 4 0 1 1 5 0 11 0 0 2 0 0 1 27 0 3 18 2 43 1 1 1 1 15 2 11 0 0 0 3 1 13 23 0 3 14 0 31 5 1 1 0 9 1 7 0 0 0 1 0 6 8 2 3 4 0 26 1 1 2 0 13 0 11 1 2 2 3 1 4 101 8 20 21 3 142 10 3 5 1 33 2 26 2 1 10 8 1 27 10 1 1 5 0 13 0 0 2 0 6 0 4 0 1 1 3 0 11 6 2 1 5 0 9 1 0 2 0 7 0 4 0 0 3 3 1 3 83 1 9 23 3 94 4 4 4 0 28 4 21 1 1 4 9 2 23 7 0 2 7 0 19 1 0 1 0 3 0 1 0 0 3 2 0 3 6 0 2 3 0 13 2 0 4 0 4 0 7 0 0 3 5 0 5 6 2 3 18 3 18 1 2 0 0 6 0 8 1 0 1 1 0 7 8 4 2 5 0 19 0 2 1 0 21 0 8 0 2 3 1 0 9 36 0 13 20 1 54 2 7 4 2 37 2 18 0 2 6 7 1 15 56 3 13 23 1 86 2 7 2 0 29 1 23 1 5 16 9 8 28 13 0 4 10 0 21 1 1 1 1 14 0 16 0 0 7 7 0 10 12 1 2 2 2 11 2 1 4 0 4 0 7 0 0 1 1 1 3 22 3 11 11 0 32 2 7 7 0 17 1 34 0 2 2 10 3 14 13 1 3 3 1 32 3 1 4 0 15 0 7 1 0 3 3 2 3 86 2 22 38 1 139 4 6 11 3 51 2 32 3 4 7 11 2 33 11 0 5 5 0 13 1 2 2 0 11 0 10 0 2 6 3 1 3 61 4 24 30 0 102 3 9 8 3 58 2 31 5 1 12 13 2 41 4 0 5 3 0 11 1 0 2 1 3 1 2 0 1 1 3 0 1 10 0 3 4 0 19 2 0 1 1 17 3 13 0 1 1 9 0 3 23 4 1 7 0 49 4 1 2 0 13 1 7 0 1 5 3 0 12 9 1 5 9 0 19 0 1 1 0 6 0 18 0 0 5 4 0 7 6 0 1 3 0 10 1 0 0 0 6 0 2 0 0 1 1 1 3 14 4 4 18 1 40 1 5 2 2 48 0 32 0 4 7 15 6 13 10 0 0 0 0 35 0 0 0 0 19 1 7 1 0 0 13 0 6 14 0 5 4 2 23 0 1 3 2 9 0 6 0 0 3 0 0 3 21 1 7 19 0 51 6 2 8 1 37 0 29 1 1 7 21 2 13 21 0 4 4 0 26 1 0 1 0 5 1 6 1 2 2 3 1 7 32 3 9 23 1 51 4 4 4 1 71 2 49 6 3 10 39 7 22 11 0 8 5 0 17 1 0 3 0 9 1 8 1 0 3 1 0 4 839 52 221 409 26 1,421 78 73 103 21 658 27 527 28 37 144 228 46 392

6,476 1,142 2,690 2,996 702 15,284 1,640 269 834 612 3,500 663 3,756 634 760 1,406 1,427 768 4,836 MSOA Travel to Work Flows - To each MSOA and within each MSOA ONS Crown Copyright Reserved [from Nomis on 17 March 2016]

All Trips to Internal Trips in MSOA District MSOA MSOA E02002000 Dudley 1001 503 E02002001 Dudley 1028 690 E02002002 Dudley 700 536 E02002003 Dudley 828 536 E02002004 Dudley 600 463 E02002005 Dudley 3431 2033 E02002006 Dudley 595 472 E02002007 Dudley 725 622 E02002008 Dudley 1023 793 E02002009 Dudley 1385 954 E02002010 Dudley 5516 3950 E02002011 Dudley 4628 3738 E02002012 Dudley 4924 3967 E02002013 Dudley 1153 1022 E02002014 Dudley 3540 2496 E02002015 Dudley 1362 1060 E02002016 Dudley 2317 1848 E02002017 Dudley 2959 2183 E02002018 Dudley 852 788 E02002019 Dudley 1883 1392 E02002020 Dudley 1444 1272 E02002021 Dudley 13122 10281 E02002022 Dudley 1797 1574 E02002023 Dudley 254 220 E02002024 Dudley 882 717 E02002025 Dudley 1724 1070 E02002026 Dudley 467 429 E02002027 Dudley 439 419 E02002028 Dudley 247 234 E02002029 Dudley 895 602 E02002030 Dudley 1491 1302 E02002031 Dudley 2219 1811 E02002032 Dudley 1024 829 E02002033 Dudley 3962 2669 E02002034 Dudley 3706 3343 E02002035 Dudley 603 461 E02002036 Dudley 1459 1176 E02002037 Dudley 479 445 E02002038 Dudley 3024 2251 E02002039 Dudley 1510 1338 E02002040 Dudley 641 586 E02002041 Dudley 383 352 E02002042 Dudley 382 337 E02002043 Sandwell 2080 1017 E02002044 Sandwell 248 147 E02002045 Sandwell 898 605 E02002046 Sandwell 640 461 E02002047 Sandwell 4939 2558 E02002048 Sandwell 615 371 E02002049 Sandwell 1620 637 E02002051 Sandwell 393 244 E02002052 Sandwell 1599 1138 E02002053 Sandwell 348 244 E02002054 Sandwell 223 180 E02002055 Sandwell 4706 2846 E02002056 Sandwell 2105 1170 E02002057 Sandwell 1436 768 E02002058 Sandwell 4002 2154 E02002059 Sandwell 3641 2552 E02002060 Sandwell 3603 2293 E02002061 Sandwell 4959 3194 E02002062 Sandwell 5431 3623 E02002063 Sandwell 5994 3733 E02002064 Sandwell 628 449 E02002065 Sandwell 5198 3553 E02002066 Sandwell 5409 3669 E02002067 Sandwell 970 479 E02002068 Sandwell 3423 2469 E02002069 Sandwell 2290 1213 E02002070 Sandwell 897 683 E02002071 Sandwell 378 252 E02002072 Sandwell 1431 995 E02002073 Sandwell 566 474 E02002074 Sandwell 506 427 E02002075 Sandwell 2135 1185 E02002076 Sandwell 1252 1005 E02002077 Sandwell 3220 1372 E02002078 Sandwell 447 290 E02002079 Sandwell 720 505 E02002080 Sandwell 2268 743 E02006810 Sandwell 770 601 E02002110 Walsall 1342 1203 E02002111 Walsall 985 815 E02002112 Walsall 147 133 E02002113 Walsall 1260 1079 E02002114 Walsall 528 491 E02002115 Walsall 464 389 E02002116 Walsall 344 308 E02002117 Walsall 1167 980 E02002118 Walsall 391 335 E02002119 Walsall 620 523 E02002120 Walsall 470 314 E02002121 Walsall 1524 1359 E02002122 Walsall 552 468 E02002123 Walsall 332 274 E02002124 Walsall 4159 3505 E02002125 Walsall 1699 1337 E02002126 Walsall 3953 3094 E02002127 Walsall 3043 2222 E02002128 Walsall 630 488 E02002129 Walsall 1928 1086 E02002130 Walsall 879 735 E02002131 Walsall 1135 943 E02002132 Walsall 421 347 E02002133 Walsall 2017 1596 E02002134 Walsall 3461 1742 E02002135 Walsall 5388 4159 E02002136 Walsall 3040 1654 E02002137 Walsall 310 288 E02002138 Walsall 661 549 E02002139 Walsall 10818 8044 E02002140 Walsall 1267 851 E02002141 Walsall 318 267 E02002142 Walsall 3934 2202 E02002143 Walsall 1440 1120 E02002144 Walsall 291 229 E02002145 Walsall 937 526 E02002146 Walsall 949 585 E02002147 Walsall 1369 528 E02002148 Walsall 576 448 E02002149 Wolverhampton 1469 1120 E02002150 Wolverhampton 2687 2116 E02002151 Wolverhampton 489 429 E02002152 Wolverhampton 570 467 E02002153 Wolverhampton 385 301 E02002154 Wolverhampton 849 672 E02002155 Wolverhampton 415 347 E02002156 Wolverhampton 732 623 E02002157 Wolverhampton 861 745 E02002158 Wolverhampton 767 553 E02002159 Wolverhampton 1114 911 E02002160 Wolverhampton 5110 3191 E02002161 Wolverhampton 1700 1217 E02002162 Wolverhampton 1082 918 E02002163 Wolverhampton 6476 4965 E02002164 Wolverhampton 1142 975 E02002165 Wolverhampton 2690 2124 E02002166 Wolverhampton 2996 2059 E02002167 Wolverhampton 702 613 E02002168 Wolverhampton 15284 11110 E02002169 Wolverhampton 1640 1354 E02002170 Wolverhampton 269 156 E02002171 Wolverhampton 834 587 E02002174 Wolverhampton 612 539 E02002175 Wolverhampton 3500 1986 E02002176 Wolverhampton 663 574 E02002177 Wolverhampton 3756 2075 E02002178 Wolverhampton 634 538 E02002179 Wolverhampton 760 615 E02002180 Wolverhampton 1406 771 E02002181 Wolverhampton 1427 766 E02002182 Wolverhampton 768 441 E02006894 Wolverhampton 4836 3530 Cycle Corridor Priorities Views of Workshop Attendees ¯

Contains OS data © Crown Copyright and database right 2015 Child Obesity: Age 10-11 Years Source: National Child Measurement Programme (2011/12 - 2013/14)

Children of Excess Weight/Obese 24% - 30% 31% - 35% 36% - 39% 40% - 43% 44% - 49%

Contains OS data © Crown Copyright and database right 2015 West Midlands Cycling Potential Index

Source: West Midlands Cycling Charter Action Plan

Appendix 9

Walking and Cycling Scoring Methodology for Prioritisation

Appendix 9

Project: Black Country Walking and Cycling Strategy Job No: 60487899

Subject: Prioritisation of Walking and Cycling Schemes – Scoring

Prepared by: Averil Parlett Date: 17th March 2016

This note outlines the methodology for the prioritisation of walking and cycling schemes to understand where investment into walking and cycling would be most suitable.

The following criteria has been used to assess the opportunities available for each walking and cycling route/scheme;

 Scheme Feasibility  Scheme Deliverability  Funding Potential  Propensity to Cycle (cycling only)  Quality of existing infrastructure  Current and Planned Level of Investment  Integration with other transport modes  Access to Key Destinations  Access to jobs  Severance  Economic Exclusion  Local Car Ownership Levels

Most of the score assessments were undertaken as a qualitative assessment due to the high level nature of the scheme/route proposals.

Scheme/Route Feasibility Scheme/Route feasibility is based on how achievable the scheme/route is in terms of physical implementation. This is based on land ownership, environmental impacts and size/ scale of the scheme.

Score 3 - The route/scheme is highly feasible within existing infrastructure/conditions.

Score 2 - The route/scheme is moderately feasible but requires intervention (i.e. purchase of land, known environmental impacts.)

Score 1 – The route/scheme requires significant interventions to be feasible such as major highway works.

Scheme/Route Deliverability The assessment of deliverability is rated on if the scheme is deliverable in the short or long term. This is based on funding availability and implementation timescales.

Score 3 - if the scheme is deliverable within three years

Score 2 - if the scheme is deliverable between three and five years

Score 1 – if the scheme is deliverable after five years

Direct Tel: +44 (0)121 262 1935 Colmore Plaza T +44 (0)121 262 1900 Colmore Circus Queensway F +44 (0)121 262 1999 Birmingham B4 6AT E [email protected] United Kingdom Page: 1 of 4 Doc. F8/10 Revised: April 2009 www.aecom.com

Appendix 9

Funding Potential This assessment is based on the potential to attract funding for the scheme.

Score 3 – there is funding identified

Score 2 – funding has been applied for/ there are ample funding opportunities

Score 1 – there are funding avenues that could be applied for

Propensity to Cycle The market demand score is based on evidence/analysis to demonstrate that there is user demand for the route/scheme. This is based on the Propensity to Cycle Tool, that takes into consideration topography, journey to work data and geodemographic factors.

Score 3 - The route/scheme has a high expected take up of infrastructure/measures

Score 2 - The route/scheme has a medium expected take up of infrastructure/measures

Score 1 - The route/scheme has a low expected take up of infrastructure/measures

Quality of Existing Infrastructure The assessment on existing infrastructure is based on the quality and whether there is a need for infrastructure improvements. This is a qualitative assessment based on attractiveness, safety and directness.

Score 3 - if existing infrastructure is absent or low quality

Score 2 - if existing infrastructure is a of a medium quality

Score 1 – if existing infrastructure is a of a high quality

Current and Planned Level of Investment The assessment on investment is based on recent and planned infrastructure for cycling/walking/public and urban realm within the route/scheme area.

Score 3 - if there is no current or planned investment

Score 2 - if there is unconfirmed planned investment

Score 1 – if there is confirmed planned investment or has been significant recent investment

Integration with other Transport Modes This assessment is based how the scheme/route will integrate with public transport interchanges/ other walking routes/schemes and cycling infrastructure. This is a qualitative assessment based on the number of transport hubs the scheme integrates with.

Score 3 – the route/scheme integrates with at least three transport hubs and connects multiple transport modes

Score 2 – the route/scheme integrates with a transport hub and/or connects two transport modes

Score 1 – the route/scheme integrates with one or no current/proposed transport hubs

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Appendix 9

Access to Key Destinations This assessment is based on how the scheme/route will help provide access to key destinations. These are based on those mapped in Figure 2 for cycling routes and Figure 3 for walking schemes.

Score 3 – the route/scheme provides improved access to at least three key destinations

Score 2 – the route/scheme provides improved access to at least two key destinations

Score 1 – the route/scheme provides improved access to at least one key destination

Access to Jobs This assessment is based on how the scheme/route will help provide access to jobs and employment sites. These are based on their connectivity to key employment sites, Enterprise Zones and investment corridors for cycling (mapped in Figure 6), and local centres, strategic centres and employment sites with high rates of short commuter trips for walking schemes (mapped in Figure 3).

Score 3 – the route/scheme provides improved access to an Enterprise Zone/significant employment area

Score 2 – the route/scheme provides improved access to a key employment site and/or investment corridor

Score 1 – the route/scheme does not provide improved access to either a key employment site and/or investment corridor

Severance This assessment is based on how the scheme/route will help improve accessibility across barriers to movement. These are mainly ringroads, motorways and railway lines (mapped in Figure 5 for Walking and Figure 4 for cycling).

Score 3 – the route/scheme provides improved access across a significant barrier to movement, connecting at least two key services/trip attractors

Score 2 – the route/scheme provides improved access across a significant barrier to movement

Score 1 – there is no significant barrier to movement

Economic Exclusion Economic Exclusion is measured by the benefits to areas with high Indices of Multiple Deprivation (IMD). Impacts on Economic Exclusion are scored depending on the IMD score within the vicinity of the scheme (contained in Appendix 8).

Score 3 – the route/scheme is within mostly an upper quartile area

Score 2 - the route/scheme is within mostly 2nd upper quartile

Score 1 – the route/scheme is within mostly 2nd lower quartile

Local Car Ownership Levels This assessment is based on how the scheme/route will benefit those without access to a car. This has been based on 2011 Car Ownership Census data levels (contained in Appendix 8), with routes located within areas with higher proportions of people without access to a car scoring highest.

Score 3 – the route/scheme flows through a route with high rates of households without access to a car

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Appendix 9

Score 2 - the route/scheme flows through a route with medium rates of households without access to a car

Score 1 - the route/scheme flows through a route with low rates of households without access to a car

To summarise, the table below shows the criteria for each score;

Score Criteria 3 (High) 2 (Medium) 1 (Low) highly feasible within Scheme/Route moderately feasible but significant intervention existing Feasibility requires intervention required infrastructure/conditions Scheme/Route deliverable within three deliverable between deliverable after five Deliverability years three and five years years Applied for There are some funding Funding Potential Funding is secured funding/ample funding avenues opportunities Medium expected take High expected take up of Low expected take up of Propensity to Cycle up of infrastructure/measures infrastructure/measures infrastructure/measures Quality of existing absent or low quality medium quality high quality infrastructure confirmed planned Current and planned no current or planned unconfirmed planned investment or has been level of investment investment investment significant recent investment integration with at least integration with a integration with a Integration with other three transport hubs and transport hub and/or current/proposed transport modes connects multiple connects two transport transport hub transport modes modes improved access to at improved access to at Access to Key improved access to at least three key least two key Destinations least one key destination destinations destinations improved access to improved access to a improved access to an either a key employment Access to jobs key employment site and Enterprise Zone site and/or investment investment corridor corridor improved access across a significant barrier to improved access across no significant barrier to Severance movement, connecting at a significant barrier to movement least two key movement services/trip attractors route/scheme is within the route/scheme is the route/scheme is Economic Exclusion mostly an upper quartile within mostly 2nd upper within mostly 2nd lower area quartile quartile medium rates of Local Car Ownership High rates of households low rates of households households without Levels without access to a car without access to a car access to a car

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Appendix 10

Business Cases

10a West Bromwich 10b Walsall – Darlaston – Wednesbury 10c Brierley Hill – Dudley – Pensnett 10d – Appendix; Best Practice Cycle Design

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Corridor Name: West Bromwich Corridor Area: The proposed scheme runs along the following links as shown on the map below: Bridge Street/A4196 Holloway Bank/Hill Top/Black Lake/High Street, Great Bridge Street/Dudley Street, New Swan Lane, Horseley Heath/Dudley Port, Whitehall Road and Greets Green Road, Stone Street/Tat Bank Road/B4169 St Paul’s Road, A4034 Bromford Lane/Bromford Road and both branches of Mainline Canal. The area lies entirely in the Sandwell borough.

The main aim of this corridor is to improve walking and cycling connections between some of the major local and employment centres in the Black Country, including West Bromwich town centre, Oldbury, Great Bridge, Wednesbury and the public transport interchanges. Namely, the area is also home to four major metro stops (West Bromwich, Hawthorns, Wednesbury Parkway, Great George Street), a bus interchange in West Bromwich, Sandwell College, six large employers and a range of future developments; including a new Metro line, new hospital, garden city and other housing developments.

There are a number of major barriers to movements of non-motorised users in this area such as the M5 motorway, Wolverhampton-Birmingham rail line, Birmingham-Stourbridge rail line, A454 Black Country New Road and a Metro line. There is some provision for cyclists in the area but it is scattered around and tends to comprise of advisory lanes which are often used as parking spaces, and canal towpaths with unsuitable surfaces and poor perceived safety and security. The National Cycle Network (NCN) route 5 runs to the east of the area to Sandwell Valley Country Park and a good quality Midland Metro Walk and Cycleway runs along a section of the Metro line.

The Average Annual Daily Traffic (AADT) in the past 5 years generally shows an increasing trend. The only drop in motor traffic could be observed on A461 Horseley Heath (-15%). At all other locations motor traffic increased; the most at A457 (1) Tipton Road (24%). The number of cyclists went down at A457 (1) and A461 and elsewhere stayed the same, albeit the base is very low. HGV traffic increased at all locations, the most at A461 and A4034 Bromford Road (25 and 32%, respectively). At all sites HGVs represent around 4% of all motor traffic except at A461 where it accounts for 6% of all motor traffic, which is a result of the business and industrial nature of the area which calls for improved cycle safety by means of segregation. According to the London Cycle Design Standards (LCDS), if the proportion of HGV and public service vehicle traffic is less than 10% then, subject to the carriageway geometry and speed and volume of traffic, motor traffic lane widths may generally be reduced.

Table 1: AADT in the West Bromwich – Dudley Port - Wednesbury corridor (source: DfT) Motor Vehicles Pedal Cyclists All HGVs 2010 2014 Change 2010 2014 Change 2010 2014 Change A457 (1) 10656 13215 24.0% 54 50 -7.4% 543 587 8.1% A457 (2) 16603 17279 4.1% 51 51 0.0% 598 670 12.0% A461 25951 22120 -14.8% 118 92 -22.0% 998 1251 25.4% A4034 12072 12520 3.7% 19 19 0.0% 413 547 32.4% A4196 14629 15329 4.8% 88 88 0.0% 475 550 15.8%

Description of Scheme Proposal:

Description – options listed, improvement / new works description

In total, more than 34km of new routes are proposed with a varying degree of required investment and level of segregation as shown in Figure 1. Each route (with route IDs shown in Figure 1) is outlined below with photos indicating the existing situation. Where reference to the design standards is made it is London Cycle Design Standards (LCDS)1 that we refer to. Also refer to the Appendix for the best practice examples of the recommended solutions.

1 https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 1: Map of the Proposed Schemes

1. A4196 Bridge Street/Holloway Bank/Hill Top/Black Lake/High Street This link provides a key connection between Wednesbury and West Bromwich and the biggest metro stops within the corridor. The majority of the link is considered to be a connector road with a medium movement function and low place function whilst High Street in West Bromwich has a medium movement and place function. On such connector links with relatively high AADT and 30mph speed limit, it is generally recommended to provide dedicated on-carriageway lanes or cycle tracks. Considering the space constraints a mandatory cycle lane with light segregation is proposed and motor traffic lane widths may generally be reduced and central hatching areas removed. Light segregation refers to the use of physical objects intermittently placed alongside a cycle lane marking to give additional protection from motorised traffic. Lanes of 1.5 to 2 metres may be acceptable provided that the adjacent traffic lane does not have fast-moving traffic and a high proportion of HGVs and is not less than 3.2 metres wide. Reducing the width of general traffic lanes can create the space required for a cycle lane.

A part of the northern section of Holloway Bank already has an advisory cycle lane (between Wooden Road S and Witton Lane) which is not safe and comfortable cycle infrastructure whilst the rest of the link does not include any cycle infrastructure. The route connects well to the existing Metro cycle route at the Black Lake Metro station but it needs to be ensured that it also connects at all access points. The Metro cycle route runs in parallel with the suggested on-road route which is not an attempt of dual infrastructure in terms of cycling abilities but rather providing a high quality alternative to the off-road route that can be used regardless of the time of the day or year in terms of weather conditions and daylight but also number of pedestrians and cyclists.

High Street is already a 20mph zone but traffic management interventions should be considered, such as conversion to a one-way system with a contra-flow cycle lane and/or filtered permeability with closure of some of the side streets to motor vehicles. A part of High Street already allows access to buses, taxis and cyclists only but the pedestrian area does not allow access to cyclists which should be amended.

The design of the junctions needs to be improved to allow safe cycling. The advantage of this route is an absence of dangerous roundabouts, for example at the Albion Roundabout there are already excellent grade separated paths and the Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case two roundabouts at Bridge Street on northern end and at High Street on southern end are compact roundabouts which are the preferred type of roundabouts on cycle routes. The rest of the junctions are signalised junctions where new traffic signals that give cyclists a head start should be installed. Where there are left turn bypasses (for example at the junction of High Street and Trinity Way), they should be removed as they present a big safety risk to cyclists. Double yellow lines should be introduced to discourage pavement parking.

2. Great Bridge Street/Dudley Street This link provides a key connection between Horseley Heath and Hill Top route (West Bromwich High Street) and it comprises of an upgrade of the existing advisory cycle lane which runs between the junction with Whitehall Road and segregated shared use path between Swan Roundabout and High Street. The link would serve many commuters between both areas and provide a connection to the local shops and services and also connect to the Haineswalk along River Tame and Sheepwash Local Nature Reserve.

This link is considered to be a connector road with a medium movement function and low place function where it is generally recommended to provide mandatory or light segregated on-carriageway lanes or cycle tracks. Light segregation refers to the use of physical objects intermittently placed alongside a cycle lane marking to give additional protection from motorised traffic. Considering the space availability, it is proposed to install a two-way cycle track on Dudley Street and a stepped cycle track on Great Bridge Street.

The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m. Double yellow lines are required in order to prevent parking on the cycle track. The track should provide a transition to Market Place which acts as a high street and which should have the 20mph zone converted all the way to Horseley Heath. For a shortcut to Horseley Heath to reach Dudley Port, the signage should be installed to direct cyclists to Sheepwash Lane.

The two-way tracks are particularly a good option where buildings, active uses and side roads are entirely or largely on only one side (a waterside location, for example) and/or where kerbside activity or side road access may be reconfigured so as to take place largely on one side which is the case at Dudley Street. In addition, the access to High Street is on the northern-side too. Parking should be permitted only at the southern section which would enable space allocation for a wider cycle track. Enough width is needed to minimise the risk of head-on collisions between cyclists in two-way tracks; minimum Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

2m for very-low or low cycle flows and 3m for medium flows.

In the junction Great Bridge Street and Dudley Street the track should continue through the island where grass verge should be used to accommodate the track.

3. Whitehall Road/Greets Green Road/Wood Lane/Oak Lane This link provides another connection between Horseley Heath, Sheepwash Local Nature Reserve, Guns Village Primary School, West Bromwich High Street, Lodge Road and West Bromwich Central Metro stops, Midland Metro Walk and Cycleway and the employment area in between. This link is a relatively quiet road but there are also two bus routes with buses every 5 minutes and a great number of businesses. 20mph zone exists at the eastern end of Oxford Road and Izons Road but elsewhere the speed limit is 30mph. Such links normally require either mandatory, light segregated or shared on- carriageway lane. Shared lanes should generally not be used for busier streets (indicatively, with traffic volumes in excess of around 500 vehicles per peak hour), without a 20mph limit whereas mandatory lanes should be used on roads with reasonably high movement function, but where speeds and volumes are not excessive, such as high roads, connectors and city hubs. Due to space constraints it is proposed to introduce advisory cycle lanes but at the same time to implement traffic calming, reduce traffic flows and remove the centre-line.

Advisory cycle lanes should indicate a recommended (but never required) line of travel for cyclists and they instruct other vehicles not to enter unless it is unavoidable. Such approach is recommendable where there is insufficient space for a mandatory lane of 2 metres or more to be introduced but where parking restrictions can be applied or in conjunction with low speed limits and centre line removal, to indicate that there will need to be some sharing of the carriageway but to encourage motorised vehicles to leave nearside space free for cyclists.

Alternatively, should the one-way regime be implemented on Oak Road and Bromford Lane/Moor Street it would be beneficial to turn Wood Lane/Oak Lane/Oxford Road/Izons Road to a one-way road too with a contra-flow cycle lane (see details below).

Moor Street/Price Street roundabout should be redesigned to allow safe cycling. A cycle lane on the outer lane has been installed recently but it does not provide sufficient safety as the geometry allows high speeds whereas such type of solution at the roundabout is not recommended. Indeed, according to LCDS unsegregated cycle lanes around the periphery of roundabouts are very unlikely to operate in the same way in the UK as in other European countries and therefore not recommended for cycle routes. Making parallel cycle and pedestrian crossings across each arm in such a way that the cycle crossing aligns with the annular cycle lane is one way of addressing this issue. It is proposed to lead the route from Izons Road directly to Victoria Street to reach High Street and to provide a higher degree of segregation between Izons Road across Moor Street to Lyng Street where a walking and cycling bridge can be used to access the Metro stop. Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

4. Swan Lane/Church Lane/Vicarage Road This link provides the nearby residential areas west-east connection to the Great Bridge Street route, Hill Top Route and Midland Metro Walk and Cycleway and also to Walsall Road where there is an existing advisory cycle lane. On this link there are two bus routes running every 10 minutes. It is proposed to install an advisory cycle lane on the entire length of the link and allow parking only on one side of the street in order to gain sufficient space. Traffic calming measures should be considered too. A new cycle crossing is required at the A41 on the western end to connect to Great Bridge Street/Dudley Street route.

5. Horseley Heath/Dudley Port Even though in the past 5 years the traffic flows on A461 decreased by 15% this link remains the busiest road where new cycle infrastructure is proposed – it is used by more than 22,000 vehicles per day. It is also one of the most congested roads in Sandwell. The A461 corridor is surrounded by local communities, linking to Great Bridge Town Centre, Great Bridge and St Martins Primary Schools, Alexandra High School, Dudley Port Train Station, Coneygree, Vaughan and Great Bridge Street Industrial parks, local health and leisure centres. The advisory cycle route currently has poor cycle infrastructure and offers little to no segregation between cyclists and motorists. There are two cycle counters along the A461 the first on Dudley Port and the second on Horseley Heath with daily average cycle figures of 86 and 101 bikes per day, respectively (which is in line with the AADT counts). However, it has been observed that a large proportion of cyclists prefer to be segregated from the traffic and do not use the advisory cycle lanes, but instead cycle on the pavement. Therefore the daily average cycle figures along the A461 do not give an accurate account of cycling figures along this route as only cyclists using the advisory cycle lanes are counted.

Considering the high traffic flows, full segregation is required in order to provide a safe and attractive cycle route. Therefore it is proposed that the A461 cycle route is re-designed to offer segregation.

Segregated lanes and tracks involve the use of features such as kerbs, separating strips, islands, grass verges or lines of planting to create a continuous physical barrier between moving motor vehicles and cyclists on links. Depending on the space availability, the option should be either a cycle track separated by a continuous or near-continuous physical upstand along links or a vertically separated cycle tracks at an intermediate level between the footway and main carriageway, with a Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case buffer. The latter offer less separation and less protection than kerb-segregated lanes/tracks, but they may be regarded as a more subtle intervention and can offer more flexible access to the kerbside. On-road cycle lanes are not an acceptable alternative on such type of roads.

Raised entry treatments or continuous footway/ cycleway treatments should be used to support the seamless continuity of a stepped cycle track across a side road. Continuous separation between cycles and motorised vehicles can be achieved through positioning the cycle lane/track between parking or loading bays and the kerb.

The tracks should be designed with regular breaks, for drainage and the required pedestrian and vehicular access, and to allow cyclists to exit and enter as required. Tracks should be at least 2 metres wide wherever possible: wide enough to allow one cyclist to overtake another comfortably. Bearing in mind the impact of parked cars on effective width, a 1.5 metre- wide facility with 0.5 metre-wide buffer may be appropriate on a route with a low to moderate peak cycle flow but note that kerbs with an angled face on the side of the cycle track can help to maximise effective width.

The signalised junctions should be redesigned with cycle specific signals and greater segregation in time and/or space. In T-junctions the cycle track should continue past the traffic lights in the part of the junction where there is no arm.

6. Bromford Lane/Bromford Road/Moor Street This is a link that connects Oldbury centre and Sandwell and Dudley rail station with West Bromwich centre. Being located 1.5km away this is the closest rail station to West Bromwich and at the same time one of the busiest in Black Country. However, there is no cycling provision on this link except for logo markings on the carriageway and a route via Lyng Lane. This link is a relatively busy bus route with 3 bus lines but runs through a residential area; hence it is a connector road which normally requires an on-carriageway cycle lane.

On Bromford Road, a stepped cycle track is recommended to be constructed on both sides, whereby reducing the width of the traffic lanes (currently relatively wide) if required to gain space. This advantage is that this section of the route is already a red route where parking and stopping is not permitted.

However, due to the space constraints on Bromford Lane/Moor Street this is unlikely within the existing traffic arrangements and in addition, pavement parking is a significant issue, also for pedestrians. Considering this is a residential road and the vicinity of the ring road (Trinity Way) it would be strongly recommended to decrease traffic flows and speeds on this link which is in line with the DfT’s recommendations (LTN 2/08) in terms of hierarchy of provision whereby traffic volume reduction and traffic speed reduction should be considered first. Therefore, it is proposed to turn the Bromford Lane and Moor Street into a one-way street with 20mph speed limit and a contra-flow cycle lane. In turn, Oak Road should become a one-way street too; such arrangement would reduce traffic flows and enable more pleasant environment not only for cyclists but also residents of this area but at the same time it would not affect the bus routes significantly, it would maintain access to houses whilst drivers would be encouraged to use the ring road for through trips instead. Walking and cycling to the station and West Bromwich High Street would as such become more appealing than driving.

The roundabout at the junction of Bromford Road and Kelvin Way under existing arrangements is unsuitable for safe cycling. The current shared use pavement should be widened to construct a stepped cycle track around the roundabout and providing parallel zebra and cycle crossings or alternatively a one-stage signalised (toucan) crossing. Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

7. Stone Street/Tat Bank Road/B4169 St Paul’s Road This route connects Oldbury local centre with Langley Green and West Smethwick. The rail line, M5 and A457 present a significant barrier to walking and cycling in this area so it is vital to ensure cycle links in this major employment area that could be used by a high number of commuters every day.

At A457 a new dedicated cycle crossing is essential; currently there is a toucan crossing which is very narrow, staggered and uncomfortable to use. A short section of the footpath on A457 should be widened to introduce a cycle track where there is currently a green verge to connect to Stone Street.

Due to spatial constraints on Tat Bank and B4169 it is proposed to introduce an advisory cycle lane with complimentary traffic calming measures. According to LCDS, there may be circumstances in which it is beneficial to use advisory cycle lanes next to narrower general traffic lanes, usually with the centre line omitted and with other calming features in place. A 7-metre wide carriageway could, for example, be divided into 1.5-metre advisory lanes either side of a 4-metre two-way general traffic lane. While this means that there will be encroachment into the cycle lanes by other vehicles, it should occur at lower speeds and in a more cautious way than in more ‘conventional’ arrangements. However, it should be noted that advisory cycle lanes should generally not be used for busier streets (indicatively, with traffic volumes in excess of around 500 vehicles per peak hour), without a 20mph limit. Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

8. Canal towpath upgrades The Mainline canal runs from Birmingham to Wolverhampton and provides two routes for an off-road direct access to destinations that are accessible from Tipton Rd/Dudley Road E. The latter is heavily trafficked and due to space constraints does not allow for a high-quality cycle route suitable for such an environment. Hence, two sections of the parallel canal provide a good alternative but in order to satisfy all requirements of the quality cycle routes, they would need to be significantly improved in terms of the new surface, comfortable width, comfortable access points, lighting etc. Particular attention should be given to the upgrade of the canal under M5 and the associated social safety. There are several benefits in improving these towpaths, namely there will be new housing developments between Tipton Road and the canal, including Dudley Port Garden City and it would connect them to four railway stations, major employment sites in Oldbury and to Birmingham where the towpath has recently been improved through the Birmingham Cycle Revolution programme. This canal is already among the proposals for potential future phases of Managing Short Trips programme (LEP) and synergies should be sought between the latter and the proposed scheme in this document.

9. Off-road link through Sheepwash Local Nature Reserve Several new developments are planned along the west side of the Mainline canal but the access to West Bromwich is severed by lack of bridges across the canal and the rail line. Where River Tame joins the canal it is proposed to construct a new bridge that would connect the new developments to the existing paths in the Sheepwash Local Nature Reserve and on to Whithall Road route (via Dunkirk Avenue) described above which would lead cyclists to West Bromwich High Street and Metro stops.

Design for cycling off-road should deliver fit-for purpose, safe and comfortable infrastructure for both cyclists and pedestrians in a way that fully meets accessibility requirements. A fully shared path without any form of separation is recommended in cases such as canal towpaths, other waterside routes, paths through parks and cut-throughs away from the highway which is the case in this area. On partially separated and shared routes, cycle flow must be considered relative to pedestrian flow; the minimum recommended width is 3m which caters for medium cycle/pedestrian flows (200-450 pedestrians and 150-300 cyclists per hour) and for cyclists using wider, adaptable bicycles.

The link should have a smooth tarmac surface, be well lit and signed throughout. Access barriers should do not exclude certain users, particularly those who have difficulty negotiating narrow gaps and sharp changes in direction, including wheelchairs. Physical barriers, such as A-frames and chicanes, are not generally recommended and bollards are the simplest way of preventing unauthorised access by cars and other larger vehicles but they should be spaced a minimum of 1.5 metres apart. Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

10. NCN5 improvement The NCN5 already provides a largely off-road connection between Smethwick Galton Bridge Station and West Bromwich High Street and on to Sandwell Valley Countrypark. However, in order to become a truly appealing cycle route, several improvements are proposed. The key existing issues are unideal crossing points, several access barriers and poor surfaces. Physical barriers, such as A-frames and chicanes, are not generally recommended and bollards are the simplest way of preventing unauthorised access by cars and other larger vehicles but they should be spaced a minimum of 1.5 metres apart. Street lighting should be installed along the off-road sections in order to increase the sense of security and safety, particularly in the tunnel under M5. The toucan crossings should be wider and un-staggered. The unpaved sections should be resurfaced with tarmac. Additional sign posts are required to guide cyclists to the railway station and High Street.

11. Public transport stations For all major railway stations that lie within this corridor – Dudley Port, Sandwell & Dudley, Smethwick Galton Bridge, Smethwick Rolfe Street, major Metro stops – Black Lake, West Bromwich Central, Wednesbury Parkway and Wednesbury Great Western Street, The Hawthorns, Dudley Street – and the West Bromwich bus station an integrated station travel plan should be adopted to ensure high quality cycle access to these interchanges and provision of high quality cycle parking. Similarly, it needs to be ensured that the design of the proposed new Metro route between Dudley and Wednesbury integrates a provision of a cycle track along the route and cycle parking at all Metro stops.

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Strategic case: Case for change (existing issues and arrangements), key trip attractors and destinations, strategic fit with existing strategies, programmes and objectives, impact of not changing

Existing issues: Positively, several residential areas already are in a 20mph zone, there are (advisory) cycle lanes and many canal towpaths. Many residential areas already have walking and cycling links between the local streets rather than a cul-de-sac street pattern which allows for filtered permeability. However the provision for cyclists is patchy and tends to comprise of advisory lanes, which are often used as parking spaces and end abruptly, and canal towpaths with unsuitable surfaces and poor perceived safety and security. The biggest severance for both pedestrians and cyclists are wide and busy roundabouts which make crossing unsafe, crossing of the M5 motorway and two rail lines. The traffic is generally on the rise, including the number of HGVs. Cycle parking at some railway stations is very poor, for example at Dudley Port there are only 2 cycle hoops in place.

The result of these conditions is an unappealing cycling environment on main roads where cyclists need to mix with vehicles, where vehicles have priority over non-motorised users and where riding feels unsafe, uncomfortable and unattractive compared to other transport modes, particularly cars. Indeed, the traffic counts in individual links suggest that there were on average less than 100 cyclists per day in 2014, compared with up 10,000-25,000 vehicles per day. According to the Census, 43% of trips to work by residents of the areas in this part of Sandwell are shorter than 5km but only 3.2% of those are made by bicycle, 14% on foot and 58% (or 12,000 trips) are made by car, indicating a significant potential for mode shift.

In Sandwell, 69% of adults are in excess weight (4% more than in England) with more than 41% being overweight, 27% being obese and 35% of all population being physically inactive. Similarly, 41% of children aged 10-11 are in excess weight (33% in England). Nearly the entire area is among the 20% most deprived areas in the country, particularly areas in Oldbury, central West Bromwich, Swan and Guns Village, Harvills Hawthorn, West Smethwick etc. which are among the 10% most deprived areas in the UK, except for some areas of Tividale and Oldbury and Black Lake. There are big variations along the corridor in terms of unavailability of a car in a household which ranges from only 19% in Tividale and to 57% in New Town. On average, 42% of households or more than 6,000 in the area have no car available.

The principal pollutant affecting the local air quality in Sandwell is nitrogen dioxide (NO2), the major source of which is road traffic; in response the Sandwell Council declared the entire borough as an Air Quality Management Area (AQMA) in 2005, respectively.

Key trip attractors and destinations: According to the 2011 Census more than 85,000 people live in the wider scheme area and more than 60,000 people work here, the majority of which commute from within the Black Country area.

There is no area that stands out as the main employment centre as the concentration of jobs is rather scattered around but it can be seen that there are strong commuting flows to central West Bromwich, Oldbury, Tividale and West Smethwick.

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 2: Number of Jobs and Population by MSOA

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Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 3: Key Trip Attractors

Looking at the local trips only (i.e. within the Black Country), the single largest flows between the residential and work areas normally occur within the same MSOA (middle super output area). For example 480 people travel to work within the same MSOA in West Smethwick, 339 within Horseley Heath/Dudley Port but there are many people who travel from neighbouring areas as shown on the following map (and of course from further afield).

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 4: West Bromwich Commuter Flows

The area is also home to four major metro stops: Wednesbury Parkway, Great George Street, Black Lake, West Bromwich Central and The Hawthorns, which attract between 1,000 (Black Lake) up to 4,200 passengers per day (West Bromwich Central) whilst the bus interchange in West Bromwich attracts 26,000 people. Major rail stations are Sandwell & Dudley (830,000 passengers per year) and Smethwick Galton Bridge (580,000) whilst Dudley Port sees over 130,000 passengers a year.

There are more than 7,000 students at the Sandwell College. In the immediate vicinity of the corridor several schools are located, such as Newton Primary School, Guns Village Primary School, Ryders Green Primary School, Lodge Primary School, All Saints C of E Primary School, St Mary Magdalene Primary School, George Salter Academy, Holy Lodge High School, Rood End Primary School, St Francis Xavier Catholic Primary School, The Meadows Sports College.

The above information shows that the demand for short distance travel is significant.

The Propensity to Cycle Tool (PCT) was also used in order to see where cycling is currently common and where cycling has the greatest potential to grow. The government target scenario was chosen (i.e. to double cycling in a decade). Estimated potential for cycling takes into account hilliness, current trip patterns and route distance. The most direct routes are selected using the Cycle Streets route mapper, hence it is based on the existing infrastructure. It is important to note that low current or potential flows may indicate a barrier, such as a major road or rail line, causing severance and lengthening trips which could be addressed through new infrastructure.

According to the PCT the key commuter routes (in terms of numbers) are from Dudley Port through Tividale to Oldbury, Horseley Heath to West Bromwich and Hill Top to West Bromwich whilst the highest potential for cycling is in Dudley Port and Horseley Heath. In the context of Black Country as a whole, this is above the average potential. It needs to be noted that this application is currently only in a testing phase and it is only an additional tool that helps assess the future potential for cycling but does not take into account some other important local characteristics.

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 5: Number of Commuters on Routes between two MSOA areas and Associated Fastest Cycle Route between them

Strategic Fit: The Black Country Core Strategy sets the agenda for the transformation of the Black Country transportation network and identifies the key factors required to enhance the transport infrastructure and assist delivery of the Spatial Objectives for the area, one of them being “Improved walking and cycling provision” which the proposed scheme is consistent with. The proposed scheme will particularly contribute towards the vision of sustainable communities “…with equal access to a mix of affordable and aspirational housing, a range of quality community services and an integrated transport network which reduces the need to travel by car.” The spatial objectives that the scheme would contribute to are “A first-class transport network providing rapid, convenient and sustainable links between the Strategic Centres, existing and new communities, and employment sites” and “Model sustainable communities on redundant employment land in the Regeneration Corridors…that are well served by residential services and green infrastructure, have good walking, cycling and public transport links to retained employment areas and centres, are set in a high quality natural and built environment”.

West Bromwich is one of the 4 strategic centres where alongside public transport corridors growth will be concentrated as these are the most accessible and thus sustainable locations. Investment and development will be focussed within Strategic Centres in comparison shopping, office employment, leisure, tourism and culture to retain and increase their share of economic activity and meet the increasing aspirations of their catchment areas. The vision for West Bromwich is to become an attractive, thriving centre with an expanded and diversified economy, with an emphasis on office employment. A high quality public realm and built environment makes the centre attractive to residents and visitors. A mix of housing in sustainable locations provides accommodation which is both affordable and attracts new residents. Transport improvements include extending the Ringway to enable expansion of the retail core, improvements to the strategic network in the north of the town, new highway infrastructure in the south of the town to facilitate public transport/public realm improvements in central area, downgrading of the Ringway and integration of new housing/offices with the core. The provision of new spaces and squares coupled with public realm, pedestrian, cycle and green linkage improvements will support the creation of a high quality, legible and permeable townscape.

16 Regeneration Corridors will link to each of the Strategic Centres where a sustainable mix of modern, strategic high quality employment land and new residential communities will be provided set within and linked by comprehensive networks of attractive green infrastructure with cycling and pedestrian routes. As shown on the map below, Hilltop, Tipton - Dudley Port - Brades Village and Oldbury -West Bromwich – Smethwick have been identified in the Core Strategy as three of such regeneration corridors.  Hilltop: The vision is to have a significant role in the Black Country economy, with additional high quality rapid Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

transit services and a major transformation in the residential neighbourhoods. The River Tame and the Tame Valley Canal will be significant features of the rejuvenated environment of Hill Top. 5,472 new houses will be built between 2009 and 2026 and 281 ha of new employment land will be secured by 2026.The plan is to improve Metro Line1 Service with new trams, introduce a new Rapid transit - Wednesbury – Brierley Hill, Metro based park and ride extensions, reopening the freight line from Walsall to Stourbridge and extend the cycling network. Hence, the proposed scheme fits well with the proposed measures in the Core Strategy for this regerenation corridor.  Tipton - Dudley Port - Brades Village: The vision is to create new environments for urban living - mainline living around railway station, the retention of significant areas of fit for purpose local employment land and the enrichment of green infrastructure throughout the corridor. 7,055 new houses will be built between 2009 and 2026 and 95 ha of new employment land will be secured by 2026.Cycle infrastructure in this business case would ideally fit in all proposed transport improvements in this corridor, such as Burnt Tree Junction improvement, Owen Street Relief Road, Dudley Port Interchange Improvement, Improved bus interchange Great Bridge, A457 Smart Route/Route and 87 Bus Showcase Improvement.  Oldbury -West Bromwich – Smethwick: The vision is to become gateway to the Black Country from the south and London and Birmingham City Centre. The area will be a major contributor to the economic prosperity of the Black Country through its high quality employment land locations and major office developments, major environmental infrastructure and public realm improvements. 5,209 new houses will be built between 2009 and 2026 and 411 ha of new employment land will be secured by 2026. It is planned to invest in the All Saints underpass scheme, A457 Smart Route / Route 87 Bus Showcase Improvement, Improved public transport for residential and employment areas, Opportunity to Expand Park and Ride at Sandwell and Dudley Station. Cycle investment should be integrated in all these proposals.

In total therefore, almost 18,000 new houses will be built and almost 800ha of new employment land will be provided in the wider scheme area.

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

The area of the proposed schemes has also been identified as a part of the growth network in the Black Country Local Enterprise Partnership (LEP) Strategic Economic Plan (SEP). Accessing Growth Fund was designed to help deliver smaller schemes (above £500,000 but less than £5,000,000) which improve access to employment sites and strategic centres. Schemes include highway efficiency improvements, sustainable transport, and interchange improvements. One of the schemes (£630,000) is North Smethwick Canalside Access, Phase 2 - The North Smethwick Canalside Access Strategy; a package of junction improvements which will aid access to, and the regeneration of, the North Smethwick area. As well as improved accessibility to the industrial areas of North Smethwick and Black Patch, unlocking brownfield land and creating opportunities for development, these improvements would provide better access to 1,300 new housing units and industrial land proposed in the area.

In addition, the SEP identified “Growing levels of traffic congestion, constraining local movements and access to the motorway network” as one of the most significant barriers to exploiting opportunities in terms of “Enabling businesses in the aerospace, automotive and building technology sectors and their supply chains to grow” and “Further action to improve the Black Country as a place in which to live, work, visit and invest”. The proposed scheme will help reduce congestion by encouraging more people to cycle.

The proposed scheme is aligned with the vision, objectives and policies of the West Midlands Cycle Charter. The vision is to “…realise the full potential of cycling’s contribution to the health and wealth of the West Midlands – creating more sustainable suburbs, towns and cities that are healthier, safer and more desirable places to live, work and learn. Addressing the safety concerns of existing and potential cyclists has been fundamental to increasing cycling everywhere. We want to raise levels of cycling across the West Midlands Metropolitan area to 5% of all trips by 2023. This represents a 400% increase in cycling journeys from the 1% baseline. By 2033, we want to raise cycling to 10% of all trips.” In order to achieve this, it recognises that “We need significant changes in the planning, design and maintenance of the West Midlands transport network if we are to increase cycling levels. This will apply an integrated approach to design that references European best practice. Design will support ease of movement for cyclists (and pedestrians) through enhanced connections that offer advantages over car journeys and helps to link up neighbourhoods.” Developing a physical network will be through delivering “…a high quality cycle network across the West Midlands, recognisable to all, supported by consistent, clear route branding, signage and wayfinding, cycle parking, mapping and online journey planning”.

The schemes also correlate closely with the Sandwell Walking Strategy. Even though it does not make specific references to cycling several of the objectives can be met by the proposed cycling schemes because generally improved conditions for cycling also involve improvements for pedestrians. Specifically, encouraging walkable communities, reducing severance between communities, 20mph zones, Home Zones and road safety, public realm improvements and removing street clutter are all policy areas for encouraging walking that the proposed cycle schemes fit with.

Impact of not changing: Considering that this corridor is one of the key regeneration corridors set for future employment and housing growth it is expected that in the absence of the scheme even more people will continue using the car even for short trips which will worsen the congestion, public health and air quality. This will in turn slow down the progress towards achieving the Core Strategy and SEP objectives and will act as a barrier in exploiting the growth opportunities.

Economic Case: Supporting information on benefits – quantitative /qualitative / supporting best practice

Usual business case analysis tools are not generally well set-up to quantify the benefits of cycling projects. In countries such as Denmark, Holland and Sweden, which are internationally renowned for their progress on cycling, BCR-type appraisals are not typically used to justify investment in cycling. However, it is possible to outline the key benefits of the proposed scheme.

The proposed solution will give safety and comfort benefits to cyclists due to the separation from motor traffic provided and the quality of the cycling surface, allocate dedicated space to cycling, and provide a recommended, fast, short and all-year round route for cyclists in the West Bromwich corridor. It will also raise awareness of cycling as a serious mode of transport and thereby encourage more people to cycle, which will in turn deliver several benefits as outlined below.

Activities designed to enhance participation in cycling across all social groups will result wide benefits in health, congestion, the economy, and the environment. According to the DfT’s Setting the First Cycling and Walking Investment Strategy Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case document2, the case for investing in cycling is clear and compelling as it will help tackle congestion and support the economy. Town centres and high streets which support walking and cycling see the benefits through increased economic activity across a range of economic measures such as increased footfall through to higher rental values, whilst employers also benefit from reduced absenteeism and a healthier workforce. This increases their competitiveness and productivity in the global economic marketplace. Places with cycling and walking at their heart will help tackle air pollutions and climate change by reducing road traffic. Finally, increased physical activity not only improves physical and mental health but also delivers long term savings to the NHS and social care.

According to the Get Britain Cycling Report3 the return on cycling investment is maximised when existing cyclists utilise it more frequently and new cyclists are stimulated to commence riding. The typical benefit cost ratios are considerably greater than the threshold of 4:1 which is considered by the DfT as ‘very high’ value for money. A recent Government report on the return on investment of cycling and walking concluded: “All of the studies in the UK and beyond report economic benefits of walking and cycling interventions which are highly significant, and these average 13:1. For UK interventions, the average figure is higher at 19:1.” In addition, in its 2009 review of the costs of transport, the Cabinet Office concluded: “Results suggest that transport policy has the opportunity to contribute to a wide range of objectives. This is supported by emerging evidence on specific schemes, e.g. high benefit cost ratios for cycling interventions.” One of cycling’s most significant attributes is its ability to offer multiple benefits, including easing congestion, improving health, and reducing pressure on infrastructure.

Another study4 outlined a cost-benefit analysis of walking and cycling track networks in three Norwegian cities, taking into account the benefit of reduced insecurity and the health benefits of the improved fitness the use of non-motorized transport provides. In addition to reductions in health costs, the analyses also took into account that a change from travel by car to cycling or walking means reduced external costs (e.g. air pollution and noise) from motorised traffic and reduced parking costs. The research found that the benefits of investments in cycle networks are estimated to be at least 4–5 times the costs.

It can be concluded that investment in cycle infrastructure generates much greater cost benefit ratios and wider societal benefits than other transport investments, particularly road schemes.

Financial Case: Potential funding sources, estimate of cost

The costs for cycle infrastructure vary significantly between routes, even if the same type of infrastructure is implemented, as there is no single design solution. High level estimates are provided here for based on the experience from elsewhere in the UK for similar levels of cycle facilities.

a) Sustrans5 provide typical costs of cycle infrastructure based on their experience with construction of the National Cycle Network. In 2007 prices, the cost of a cycle track with major junctions was between £0.35-0.95m per km. Considering the large scale scheme like the one proposed here it is safe to assume that the costs would be on the upper side of this range which in 2016 prices would mean roughly £1.3m per km. b) Greater Manchester Cycling Design Guidance6 estimate the higher end of cost (i.e. including maximum civil engineering intervention with associate changes to kerb lines drainage, pavements, footways and street lighting) of a one-way cycle track to £0.96-1.3m per km whereas one km of a hybrid cycle track would typically cost £1.5- 1.9m. c) The costs of Cycle Super (CS) Highways in London have varied significantly. As a guide the average cost of the first round of Cycle Super Highways (CS1) could vary between £0.6m and £1,5m per km (in 2012). The newer Cycle Super Highways being built in 2015 and 2016 have incurred higher costs due to a higher level of

2 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/487846/cycling-and-walking-investment-strategy.pdf 3 https://allpartycycling.files.wordpress.com/2013/04/get-britain-cycling1.pdf 4 https://www.researchgate.net/publication/222674950_Cost- benefit_analyses_of_walking_and_cycling_track_networks_taking_into_account_insecurity_health_effects_and_external_costs_of_motoriz ed_traffic_Transport_Res_Pol_Pract 5 http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/17%20costs%5B1%5D(1).pdf 6 http://cycling.tfgm.com/pages/pdfs/GM-Cycle-Design-Guide.pdf Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

segregation provided and has varied between £1.5m to £7.5m per km (see Table below). It can be seen that the more segregated routes cost more than less segregated routes, for example CS1 is substantially on quieter, back- street roads whilst the others run along major roads with a greater requirement for segregation but with greater benefits accruing from providing direct and fast cycle links.

Table 2: Typical Cost of Cycle Superhighways in London Cycle Superhighway (CS) route Cost Length Cost (£m per (% level of physical (£m) (km) km) segregation) CS1 (13%) 17.0 11 1.5 CS2 (upgrade) (75%) 24.7 6.8 3.6 CS5 (95%) 10.5 1.4 7.5 North South (69%) 17.5 2.6 6.7 East West Phase 1 (91%) 41.3 9.5 4.3

d) The cost of a 23km long Leeds-Bradford cycle super highway was £29m which equates to roughly £1.3m per km.

e) The typical cost breakdown according to the experience with the first round of Cycle Superhighways in London is as follows:

Table 3: Typical Cost Breakdown of Cycle Superhighways in London Element % of cost Infrastructure 58 Design 15 Supporting measures 9 Powers & consents 3 Other 15

The typical cost breakdown according to the experience with the latest round of Cycle Superhighways in London is as follows: Table 4: Typical Cost Breakdown of the Newest Cycle Superhighways in London Element % of cost

Implementation 63 Feasibility and design 9 Data collection & monitoring, marketing & public consultation and powers & consent) 1 Inflation 2 Risk 19 Other 6

The cost estimate for the proposed scheme was based on the figures provided by Sustrans as they provide the best reflection of the infrastructure context. They were adjusted by 8% uplift per annum to cover construction inflation and figures rounded to nearest 10,000. The estimated cost of the proposed scheme would be at least £20m.

Table 5: Cost Estimate for West Bromwich Corridor Schemes Length Cost ID Scheme (km) Description Estimate On-road lightly segregated cycle lane and junction 1 A4196 4.50 improvements 5,770,000 Great Bridge 2 Street/Dudley Street 2.30 Two-way stepped cycle track and junction improvements 1,080,000

3 Whitehall Road 3.00 On-road cycle lane, traffic calming and junction improvements 220,000 Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

4 Swan Lane 2.10 On-road cycle lane, traffic calming and junction improvements 310,000 Horseley 5 Heath/Dudley Port 2.60 Segregated cycle track and junction improvements 3,340,000

2.80 Changing traffic regime to one-way with contra-flow cycle lane 670,000

6 Bromford Lane 1.50 One-way stepped cycle track and junction improvements 710,000 Tat Bank On-road advisory cycle lane, traffic calming and junction 7 Road/B4169 3.80 improvements 550,000 Mainline Canal upgrade (both 8 branches) 14.00 Resurfacing, new and upgraded access points, lighting 2,800,000 Link to Sheepwash 9 Local Nature Reserve 0.70 New off-road link and bridge 1,410,000

10 NCN 5 upgrade 2.80 Resurfacing, upgraded crossing points, lighting 990,000 Public transport Cycle parking at major metro stops, 4 railway stations and 11 stations - West Bromwich bus station 480,000 Total cost estimate £18.3m Total cost estimate (rounded to £5m) £20m

Implementation of the scheme would require both capital and revenue funding, provided by Central Government, Local Government and other sources, including the private sector.

Potential funding sources for the scheme could be:

 Highways England (particularly M5 J1 improvements)  Local authority transport budget (Integrated Transport Block Funding and Highway Capital Maintenance)  Black Country Local Growth Deal Fund (particularly Managing Short Trips programme)  Developer contributions through section 106 agreements, S278 monies and Community Infrastructure Levy  Tax Increment Financing/Accelerated Development Zones  Challenge funds (LSTF/Access Fund, Cycle Ambition)  European Funding  Green Investment Bank  Supplementary business rates  Exploiting commercial opportunities that arise from the development of transport infrastructure Commercial Case: Commercial viability of a proposal and the procurement strategy that will be used to engage the market. Risks, timescales as well as details of the capability and skills of the team delivering the project and any personnel implications arising from the proposal.

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below.

The commercial case is based on a number of strategic outcomes:

 Deliver the scheme within the available funding  Deliver the scheme to programme  Ensure stakeholders’ acceptance and support  Ensure Best Value is delivered  Ensure that appropriate quality is delivered

The delivery of the outcomes will be achieved by engaging the works contractor at an early-stage in the planning and delivery of the scheme and mobilising appropriate strengths by: Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

• Using the contractor’s experience and input in reviewing the construction estimates. • Obtaining the contractor’s experience and input to the design and construction programme to ensure the programme is robust and achievable • Using and building upon the partners in-house knowledge and experience from engaging through consultation with all stakeholders, and delivering outcome with the contractors • Engaging the contractor in the final detailed design process to improve buildability and ensure value for money - Being incentivised to achieve ‘a right first time approach’ that is measured by key performance indicators agreed with the contractor.

It is proposed to implement the scheme in various stages but by adopting the “whole route” approach. Each section of the route would be categorised by risk. Early focus will be made on those lengths which are considered “low risk” or “early/easy- wins” offering timely elements of construction for the contractor to progress. This will offer the opportunity for early construction of isolated interim non-continuous sections or segments of the route which do not heavily rely on consultation, or their construction throughout the duration of the contract to assist the programme. The essential requirement of ensuring local issues and ambitions are fulfilled will be achieved through an advance partnership design process and public consultations input.

The scheme will draw on the best national and international experience in the development and roll out of proposals, embracing local experience from places like the London, City of York, Leicester and international examples from the Netherlands, Denmark and elsewhere. Management case: The management case assesses whether a proposal is deliverable. It tests the project planning, governance structure, risk management, communications and stakeholder management, benefits realisation and assurance. Evidence of similar projects that have been successful to support the recommended approach

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below as per experience from Cycle Superhighways schemes in London.

The below diagram shows the typical process of delivering Cycle Superhighways schemes in London and it is expected that the proposed scheme will broadly follow a similar process. Typically, this process in London normally took 18 months with 4 months spent on a feasibility study, 8 months on preliminary design and detailed design and 6 months on construction (which of course depended on the length and type of route). It needs to be noted that stages tend to overlap and that it is very much dependent on the scale and complexity of the approved scheme.

Feasibility study Preliminary Detailed Design Construction Operation Design

• Route • Network • Civils design • Construction • Monitoring alignment modelling (3D) • Supporting • Safety Audit • Scoping / • Public • Traffic measures Stage 3 planning consultation management • Handover • Stakeholder • Safety Audit • Safety Audit • Supporting input Stage 1 Stage 2 measures • Set of • Consents / • Build schedule measures orders • Consents / • Civils design orders (2D) • Works • Scheme approval approval

The following diagram shows the process of joint working between different partners typical for delivery of Cycle Superhighways in London and it is expected that the proposed scheme will broadly follow a similar process.

Appendix 10a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

There were a number of key challenges and risks identified in delivery of Cycle Superhighways which are considered to be also relevant for and might impact the delivery of the scheme:

• Restricted road space • Competing demands and priorities • Approvals processes • Providing consistent routes • Politics • Parking and loading • Major infrastructure barriers • Land and highway ownership • Legislation • Timescales of delivery

Based on the implemented Cycle Super Highways in London lessons were drawn that will inform the management case in later business case development for the proposed routes.

• Benefits of managing schemes as whole routes • Benefits of pairing hard and soft measures • The cost of works which are ‘unseen’ • Importance of good riding surface • Importance of dedicated infrastructure • Importance of political support • Importance of methods of stakeholder engagement • Integrating different schemes and benefits

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Corridor Name: Walsall – Darlaston - Wednesbury Corridor Area: The proposed scheme runs along the following links as shown on the map below: the A4038 Walsall Road/Darlaston Road/Wednesbury Road, A462 Darlaston Road, Vicarage Road, Wood Green Road, St Paul’s Road and Wednesbury Retail Park, Bescot Crescent/Walstead Road, Alexandra Rd/Calmdore Road, off-road link under the M6 and on Jerome Road/Scarborough Rd/Rollingmill Street/Long Street. The area lies within two boroughs, Walsall and Sandwell, the boundaries of which are shown on the map.

The main aim of this corridor is to connect some of the major local and retail centres in the Black Country, including Walsall, Darlaston and Wednesbury, Wednesbury Retail Park and Junction 10 Retail Park. The area is also home to two major metro stops (Wednesbury Parkway and Great George Street), two bus interchanges in Walsall, Walsall College, three large employers and Walsall Manor hospital. There are a number of major barriers to movements of non-motorised users in this area such as the M6 motorway, Walsall-Birmingham rail line and the A454 Black Country Route. There is some provision for cyclists in the area but it is scattered and tends to comprise of advisory lanes which are often used as parking spaces and canal towpaths with unsuitable surfaces and poor perceived safety and security.

The Average Annual Daily Traffic (AADT) in the past 5 years shows a varying trend depending on the count location. The biggest drop in motor traffic could be observed on A462 Darlaston Road (26%) whilst the number of cyclists has doubled albeit from a very low base. Similarly, at A4148 (at Bescot Stadium) the motor traffic decreased by 14% and number of cyclists went up by 59%. At A4038 both motor and cycle traffic has remained similar whilst at A4148 (at University of Wolverhampton) the motor traffic increased and number of cyclists decreased. HGV traffic increased at A462 and 4038 and decreased at both A4148 sites. At all sites HGVs represent between 2% and 3% of all motors traffic except at A462 where it accounts for 4% of all motor traffic which is a result of the business and industrial nature of the area which calls for improved cycle safety by means of segregation. According to the London Cycle Design Standards (LCDS), if the proportion of HGV and public service vehicle traffic is less than 10% then, subject to the carriageway geometry and speed and volume of traffic, motor traffic lane widths may generally be reduced.

Table 1: AADT in the Walsall – Darlaston – Wednesbury Corridor (source: DfT) All HGV Motor Vehicles Pedal Cyclists 2010 2014 Change 2010 2014 Change 2010 2014 Change A462 9484 6999 -26.2% 41 83 102.4% 249 278 11.6% A4038 16674 17219 3.3% 46 45 -2.2% 341 395 15.8% A4148 (1) 17585 15104 -14.1% 31 51 59.4% 549 412 -25.0% A4148 (2) 14568 15960 9.6% 18 16 -11.1% 427 386 -9.6%

Description of Scheme Proposal:

Description – options listed, improvement / new works description

In total, more than 22km of new routes are proposed with a varying degree of required investment and level of segregation as shown in Figure 1. Each route (with route IDs shown in Figure 1) is outlined below with photos indicating the existing situation. Where reference to the design standards is made it is London Cycle Design Standards (LCDS)1 that we refer to. Also refer to the Appendix for the best practice examples of the recommended solutions.

1 https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 1: Map of the Proposed Schemes

1. Darlaston – Wednesbury route: A462 Darlaston Rd This link provides a key connection between Darlaston and Wednesbury local centres and metro stops. It is considered to be a connector road with a medium movement function and low place function. On such links, it is generally recommended to provide dedicated on-carriageway lanes or shared carriageway lanes. The northern section of A462 already has an advisory cycle lane. Considering the AADT of around 7,000, the speed limit of 30mph and availability of space some sort of light segregation is advisable unless the speed limit reduces to 20mph. Light segregation refers to the use of physical objects intermittently placed alongside a cycle lane marking to give additional protection from motorised traffic. Therefore, it is proposed to install a mandatory on-road cycle lane with light segregation. Lanes of 1.5 to 2 metres may be acceptable provided that the adjacent traffic lane does not have fast-moving traffic and a high proportion of HGVs and is not less than 3.2 metres wide. Reducing the width of general traffic lanes can create the space required for a cycle lane. In the junctions, segregation needs to be provided. Advanced Stop Lines (ASL) at the signalised junction with A4038 might be appropriate to keep whilst at the roundabout in Wednesbury a cycle track needs to be provided with a signalised cycle crossing to reach High Street. Due to existing parking pavement double yellow lines should be introduced along the entire road. Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

2. Darlaston - Walsall route: A4038 Walsall Rd/Darlaston Rd/Wednesbury Rd This link provides a key connection between Darlaston and Walsall. It is considered to be a connector road with a medium movement function and low place function. Considering the high AADT of around 17,000, the speed limit of 30mph and availability of space it is generally recommended to provide mandatory or light segregated on-carriageway lanes or cycle track. Light segregation refers to the use of physical objects intermittently placed alongside a cycle lane marking to give additional protection from motorised traffic.

Therefore, it is proposed to install a stepped cycle track where there is more available space allows and a mandatory on- road cycle lane with light segregation where less space is available. Lanes of 1.5 to 2 metres may be acceptable provided that the adjacent traffic lane does not have fast-moving traffic and a high proportion of HGVs and is not less than 3.2 metres wide. Reducing the width of general traffic lanes can create the space required for a cycle lane. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m.

At junctions, segregation needs to be provided at three roundabouts and two signalised junctions. An appropriate treatment of such junctions such as redesign to compact or continental roundabout or conversion to signalised junctions with segregation for cyclists should be considered. Due to existing parking pavement double yellow lines should be introduced.

3. Vicarage Rd and A461 Wood Green Rd This link provides a key connection between Wednesbury and Wednesbury Retail Park and on to Walsall. It is proposed to provide a combination of the stepped cycle track on Wood Green Road (connector road function) and sign-posted cycle route on a quiet residential Vicarage Road (local street function). The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m. Signs can be used to direct cyclists to the residential street and it is likely to need complementary traffic calming/filtered permeability.

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

4. Wednesbury Retail Park This section is perpendicular to the Wood Green Road route and provides a connection through the Wednesbury Retail Park to Darlaston and to Walsall. Currently, there are several severance issues in terms of accessing the retail park by bicycle or even on foot as there are only two exit and entry points. They are both characterised by narrow footways, wide roundabouts and involve walking and cycling across parking lots. There is no direct connection between the residential area south-west of the retail park, implying that walking and cycling are not an attractive and faster mode of transport in spite of the short as-crow-flies distance. There are also no direct connections from the nearby Bescot Stadium rail station, implying that any access but by car is very difficult. Therefore it is proposed to provide a new walking and cycling only connection between Barlow Road, Poplar Road and the retail park and to signpost a quiet route on residential streets to connect A4038 and A461.

5. St Paul’s Road/Bescot Stadium Railway Station Similarly, the access to the Bescot Stadium railway station requires a better direct connection for pedestrians and cyclists via St Paul’s Road which currently cuts through the undeveloped land. Therefore, it needs to be ensured that the new development includes a quality and safe walking and cycling link between Wood Green Road and the station. The link that crosses M6 needs to be improved so that it is attractive and comfortable to cycle without access barriers and with enhanced sense of social security. Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

6. Bescot Crescent This is a link that connects Bescot Stadium, Bescot Stadium rail station, minor retail park with NCN 5 route and University of Wolverhampton on one side and Walsall centre on the other side. It is considered to be a connector road with a medium movement function and low place function. Currently there is an advisory cycle lane along a large section of this road but it is too narrow and in spite of the abundant available space not mandatory and in some places hardly visible. It is proposed to upgrade the existing lane to a stepped cycle track and where there is no cycle lane at the moment also introduce a stepped cycle track to provide the nearby residential areas with a quality link to the above mentioned destinations. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m.

7. Alexandra Road/Caldmore Road This link provides a key connection between south of Walsall and Walsall centre. It is proposed to provide a sign-posted cycle route on a quiet residential Alexandra Road (local street function). Signs can be used to direct cyclists to the residential street and it is likely to need complementary traffic calming/filtered permeability.

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

8. Off-road link under M6 The M6 motorway presents a significant barrier to pedestrians and cyclists, particularly in the vicinity of J9 and J10. Between J10 and Darlaston Rd there is a disused tunnel which is proposed be reopened and a shared path introduced along Sneyd Brook. This path would connect to the existing footpath that leads to A454 Wolverhampton Road but it is also proposed to construct a new link through Primley Avenue Park. This would provide a direct and attractive connection between Walsall and Bentley Mill Retail Park and Darlaston employment area.

Design for cycling off-road should deliver fit-for purpose, safe and comfortable infrastructure for both cyclists and pedestrians in a way that meets accessibility requirements fully. A path fully shared without any form of separation is recommended in cases such as canal towpaths, other waterside routes, paths through parks and cut-throughs away from the highway which is the case in this area. On partially separated and shared routes, cycle flow must be considered relative to pedestrian flow; the minimum recommended width is 3m which caters for medium cycle/pedestrian flows (200-450 pedestrians and 150-300 cyclists per hour) and for cyclists using wider, adaptable bicycles.

The link should have a smooth tarmac surface, be well lit and signed throughout. Access barriers should not exclude certain users, particularly those who have difficulty negotiating narrow gaps and sharp changes in direction, including wheelchairs. Physical barriers, such as A-frames and chicanes, are not generally recommended and bollards are the simplest way of preventing unauthorised access by cars and other larger vehicles but they should be spaced a minimum of 1.5 metres apart.

9. Signed route between Primley Avenue Park and Walsall town centre It is essential to provide a sign-posted route between the off-road route under M6 and the Walsall town centre. The link would connect to Walsall rail station, Walsall Manor Hospital, bus stations, shopping area etc. The route is proposed to run on Jerome Road which is a residential road with speed humps already in place and on Scarborough Road and Ida Road which are all in a 20mph zone. After the junction of Pleck Road/Rollingmill street on-road cycle lanes should be considered to be installed as this is a 30mph zone area or 20mph should be introduced with additional traffic calming measures. The junction with Pleck Rd would benefit from ASL and early-release traffic signals for cyclists. The junction of Rollingmill Street and Queen Street would benefit from redesign to create more compact and tighter turning radii and a cycle crossing parallel to the zebra crossing (new design available in the updated TSRGD in 2016). Long Street is again a quiet street but a one- way traffic arrangement should be considered with contra-flow for cyclists. A cycle crossing parallel to the zebra crossing should be introduced to lead cyclists to the Station Street across Bridgeman Street.

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

All proposed schemes should offer a high degree of comfort provided they are well constructed, with a smooth, machine- laid asphalt riding surface, and are well maintained. An important element of any option of the scheme would be directional signage to all key destinations along the route.

10. Public transport stations For all major railway stations that lie within this corridor (Bescot Stadium and Walsall), major Metro stops –Wednesbury Parkway and Wednesbury Great Western Street– and Walsall bus stations an integrated station travel plan should be adopted to ensure high quality cycle access to these interchanges and provision of high quality cycle parking.

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Strategic case: Case for change (existing issues and arrangements), key trip attractors and destinations, strategic fit with existing strategies, programmes and objectives, impact of not changing

Existing issues: Positively, several residential areas already are in a 20mph zone and through the Darlaston regeneration area the conditions for walking and cycling have been improved. Many residential areas in south Walsall and Darlaston already have walking and cycling links between the local streets rather than cul-de-sac street pattern which allows for filtered permeability. There is some provision for cyclists on the targeted corridors, however the provision is patchy and tends to comprise advisory lanes which are often used as parking space and canal towpaths with unsuitable surfaces and poor perceived safety and security. The biggest severance for both pedestrians and cyclists are wide and busy roundabouts which make crossing unsafe, crossing of the M6 motorway (particularly J9) and Walsall Birmingham rail line which in some sections run in parallel. The car is often the only viable transport mode to reach a destination, for instance the Wednesbury retail park and the road surface is often poor.

The result of these conditions is an unappealing cycling environment on main roads where cyclists need to mix with vehicles, where vehicles have priority over non-motorised users and where riding feels unsafe, uncomfortable and unattractive compared to other transport modes, particularly the car. Indeed, the traffic counts in individual links suggest that there were on average less than 100 cyclists per day in 2014, compared with up to 17,000 vehicles per day. According to the Census, 49% of trips to work by residents of the areas in the Sandwell part of the cycle corridor south of M6 (to anywhere) are shorter than 5km but only 3% of those are made by bicycle and 51% are made by car. In the Walsall part, north of M6, 45% of trips to work are shorter than 5km less than 2% of those trips are made by bicycle and 48% of them are made by car. In total, less than 4% are made by bike, 23% on foot and 53% (or almost 4,000 trips) by car in the scheme area.

In Walsall and Sandwell, 69% of adults are in excess weight (4% more than in England) with more than 40% being overweight, 28% being obese and over a third of all population being physically inactive. Similarly, 37.6% and 41% of children aged 10-11 are in excess weight (33% in England), respectively. Nearly entire area is among 20% most deprived areas in the country, particularly Darlaston and central Walsall (areas along A4038 in Walsall are among 10% most deprived area in the UK) with an exception of area along Wood Green Road. There are big variations along the corridor in terms of unavailability of a car in a household which ranges from only 25% north of Wednesbury and to 60% in central Walsall. On average, 37% of households or more than 3,000 households in the area have no car available.

The principal pollutant affecting the local air quality in Sandwell and Walsall is nitrogen dioxide (NO2), the major source of which pollutant is road traffic; in response the Sandwell Council and Walsall both declared the entire boroughs an Air Quality Management Area (AQMA) in 2005 and 2006, respectively. PM10 is also an important pollutant in Walsall which resulted in a declared AQMA in the Chuckery area east of central Walsall.

Key trip attractors and destinations: According to the 2011 Census around 50,000 people live in the wider scheme area and more than 25,000 people work here, the most, three-quarters in central Walsall followed by the area in Walsall east of M6, central Darlaston and central Wednesbury. There are several major employment sites that employ more than 500 people, two of them being located along A4038. Major employment areas and investment corridors are shown in the map below.

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 2: Number of Jobs and Population by MSOA

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 3: Key Trip Attractors

Looking at the local trips only (within the Black Country), the single largest flows between the residential and work areas normally occur within the same MSOA (middle super output area). For example 457 people travel to work within the same MSOA in central Walsall, 288 within central Darlaston and 260 within central Wednesbury but there are many people who travel from neighbouring areas as shown on the map below. It can also be seen that there are relatively strong short distance commuting flows are between central Walsall and Darlaston, central Walsall and Wendesbury and between Wednesbury and Darlaston.

Figure 4: Wednesbury – Darlaston – Walsall Commuter Flows

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

The area is also home to two major metro stops: Wednesbury Parkway and Great George Street each of which attracts around 1,500 passengers per day whilst two bus interchanges in Walsall attract 50,000 people. Bescot Stadium sees over 130,000 passengers a year.

There are almost 4,000 students at the Walsall branch of the University of Wolverhampton adjacent to the NCN5 whilst Walsall Manor hospital is one of the biggest in the Black Country with 600 beds. The Wednesbury Retail Park near J9 is one of the biggest shopping areas in the region whilst Walsall, Darlaston and Wednesbury are all sizeable centres that attract local shoppers. In the immediate vicinity of the corridor several schools are located, such as Hillary Primary School, Abu Bakr Girls School, Palfrey Infant, Junior and Girls schools, Joseph Leckie Academy, Caldmore Village Primary School.

The above information shows that the demand for short distance travel is significant.

The propensity to Cycle Tool was also used in order to see where is cycling currently common and where cycling has the greatest potential to grow. The government target scenario was chosen (i.e. to double cycling in a decade). Estimated potential for cycling takes into account hilliness, current trip patterns and route distance. The most direct routes are selected with using Cycle Streets route mapper, hence it is based on the existing infrastructure. It is important to note that low current or potential flows may indicate a barrier, such as a major road or rail line, causing severance and lengthening trips which could be addressed through new infrastructure.

According to the Propensity to Cycle Tool (PCT) the key commuter routes (in terms of numbers) are from south Walsall to central Walsall and between Darlaston and Wednesbury and the highest potential for cycling is in the areas north of central Wednesbury. In the context of Black Country as a whole, this is an average potential. It needs to be noted that this application is currently only in a testing phase and it is only an additional tool that helps assess the future potential for cycling but does not take into account some other important local characteristics.

Figure 5: Number of Commuters on Routes between two MSOA Areas and Associated Fastest Cycle Route between them

Strategic Fit: The Black Country Core Strategy sets the agenda for the transformation of the Black Country transportation network and identifies the key factors required to enhance the transport infrastructure and assist delivery of the Spatial Objectives for the area, one of them being “Improved walking and cycling provision” which the proposed scheme is consistent with. The proposed scheme will particularly contribute towards the vision of sustainable communities “…with equal access to a mix of affordable and aspirational housing, a range of quality community services and an integrated transport network which reduces the need to travel by car.” The spatial objectives that the scheme would contribute to are “A first-class transport Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case network providing rapid, convenient and sustainable links between the Strategic Centres, existing and new communities, and employment sites” and “Model sustainable communities on redundant employment land in the Regeneration Corridors…that are well served by residential services and green infrastructure, have good walking, cycling and public transport links to retained employment areas and centres, are set in a high quality natural and built environment”.

Walsall is one of the 4 strategic centres where alongside public transport corridors growth will be concentrated as these are the most accessible and thus sustainable locations. Investment and development will be focussed within Strategic Centres in comparison shopping, office employment, leisure, tourism and culture to retain and increase their share of economic activity and meet the increasing aspirations of their catchment areas.

16 Regeneration Corridors will link to each of the Strategic Centres where a sustainable mix of modern, strategic high quality employment land and new residential communities will be provided set within and linked by comprehensive networks of attractive green infrastructure with cycling and pedestrian routes. As shown on the map below, Wednesfield – Wilenhall – Darlaston has been identified in the Core Strategy as one of such regeneration corridors which is to play a major part in providing first class quality employment land for knowledge-led manufacturing and logistics businesses serving the regional economy, attracting and providing sustainable jobs. The vision is to restructure poor quality industrial land around these towns to provide new high quality residential development and green spaces and to improve cultural, leisure, health and educational facilities to ensure a higher quality of life in the area. 2,048 new houses will be built between 2009 and 2026 and 339 ha of new employment land will be secured by 2026. The envisaged transport improvements include a Walsall to Wolverhampton Rail line with stations at Willenhall and Darlaston, Darlaston SDA Access improvements, M6 J9 and J10 improvements. 5Ws rapid transit route, Improved access from Keyway to Longacres Industrial Estate. A red routes A454, 529 bus showcase route and Wednesbury Road bus showcase improvements are proposed too. The lack of improvements for walking and cycling and extensive developments therefore requires interventions in this corridor which will encourage local residents to opt for walking and cycling for short trips.

Figure 5: Strategic Centres and Regeneration Corridors in the Core Strategy

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

The area of the proposed schemes has also been identified as one of the key priorities for growth and investment in the Black Country Local Enterprise Partnership (LEP) Strategic Economic Plan (SEP). For example, Bentley Lane in Walsall is one of the priority investments for the Strategic Programme to Transform the Black Country Infrastructure and Environment where 11 hectares of high quality employment land will be created, in a key industrial development location to undertake site remediation works addressing off site road improvements. The net development area is 400,000 sq ft and will create 800 jobs.

In addition, Darlaston is one of the three Black Country Enterprise Zones. Total net job creation estimates for the Enterprise Zone suggest that 2,012 new employment opportunities would be generated from a fully developed Enterprise Zone but there is considerable work ahead to unlock the latent economic potential of the Zone due to previous contamination and infrastructure challenges. In addition, high levels of congestion and specific accessibility constraints led to the M6 Junction 10 scheme being one of the Transport Priority Investments of the SEP encompassing major motorway improvements and complementary improvements to the adjacent local highway network and in support of the Enterprise Zone. The scheme will facilitate investment at the Darlaston Enterprise Zone as well as the 10 key employment sites within a 10 minute drive of M6 J10 which can support 4,206 potential new jobs and 2,585 new homes proposed. Critically, this scheme is being designed and developed in partnership with the Highways Agency which presents itself as an opportunity to tie in the walking and cycling improvements under M6 as part of proposed scheme in this business case.

Finally, the SEP identified “Growing levels of traffic congestion, constraining local movements and access to the motorway network” as one of the most significant barriers to exploiting opportunities in terms of “Enabling businesses in the aerospace, automotive and building technology sectors and their supply chains to grow” and “Further action to improve the Black Country as a place in which to live, work, visit and invest”. The proposed scheme will help reduce congestion by encouraging more people to cycle.

The proposed scheme is aligned with the vision, objectives and policies of the West Midlands Cycle Charter. The vision is to “…realise the full potential of cycling’s contribution to the health and wealth of the West Midlands – creating more sustainable suburbs, towns and cities that are healthier, safer and more desirable places to live, work and learn. Addressing the safety concerns of existing and potential cyclists has been fundamental to increasing cycling everywhere. We want to raise levels of cycling across the West Midlands Metropolitan area to 5% of all trips by 2023. This represents a 400% increase in cycling journeys from the 1% baseline. By 2033, we want to raise cycling to 10% of all trips.” In order to achieve this, it recognises that “We need significant changes in the planning, design and maintenance of the West Midlands transport network if we are to increase cycling levels. This will apply an integrated approach to design that references European best practice. Design will support ease of movement for cyclists (and pedestrians) through enhanced connections that offer advantages over car journeys and helps to link up neighbourhoods.” Developing a physical network will be through delivering “…a high quality cycle network across the West Midlands, recognisable to all, supported by consistent, clear route branding, signage and wayfinding, cycle parking, mapping and online journey planning”.

The proposed schemes would improve walking and cycling access to several schools which supports the vision of the Walsall Council Sustainable Modes Of Travel Strategy which is “…to actively promote and encourage sustainable school travel choices amongst pupils, parents, staff and the wider community, by providing training and a safer environment where walking & cycling in Walsall are the norm and contribute towards a more active lifestyle”.

The schemes also correlate closely with the Walsall Transport Strategy, albeit outdated in 2014, the vision of which is to “provide a transport system that focuses on delivering safer roads, with improved journey times, and encourages the use of sustainable travel, in order to improve the borough’s air quality and the health and well-being of our people”. It will particularly help achieve the objective “to be in step with the national transport policy requirements, promoting sustainable travel and encouraging walking and cycling for shorter journeys, and greater use of public transport” and “improve quality of life for transport users and non-transport users, and to promote a healthy natural environment whilst making positive contributions towards on-going reductions in carbon emissions.” The proposed measures fit entirely with the Walsall’s commitment to creatie a well-signed urban cycle route network incorporating both on-road and off-road routes, which in the first instance will link Districts and then Districts to residential, commercial and leisure activities; provide well designed, attractive and accessible cycle routes which enhance the character of the local townscape and landscape; and improve safety for cyclists, particularly by providing new cycle crossings and measures to help cyclists through busy junctions.

Finally, the schemes also correlate closely with the Sandwell Walking Strategy. Even though it does not make specific Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case references to cycling several of the objectives can be met by the proposed cycling schemes because generally improved conditions for cycling also involve improvements for pedestrians. Specifically, encouraging walkable communities, reducing severance between communities, 20mph zones, Home Zones and road safety, public realm improvements and removing street clutter are all policy areas for encouraging walking that the proposed cycle schemes fit with.

Impact of not changing:

Considering that this corridor is one of the key regeneration corridors set for future employment and housing growth it is expected that in the absence of the scheme even more people will continue using the car even for short trips which will worsen the congestion, public health and air quality. This will in turn slow down the progress towards achieving the Core Strategy and SEP objectives and will act as a barrier in exploiting the growth opportunities.

Economic Case: Supporting information on benefits – quantitative /qualitative / supporting best practice

Usual business case analysis tools are not generally well set-up to quantify the benefits of cycling projects. In countries such as Denmark, Holland and Sweden, which are internationally renowned for their progress on cycling, BCR-type appraisals are not typically used to justify investment in cycling. However, it is possible to outline the key benefits of the proposed scheme.

The proposed solution will give safety and comfort benefits to cyclists due to the separation from motor traffic provided and the quality of the cycling surface, allocate dedicated space to cycling, and provide a recommended, fast, short and all-year round route for cyclists between Wednesbury, Darlaston and Walsall. It will also raise awareness of cycling as a serious mode of transport and thereby encourage more people to cycle, which will in turn deliver several benefits as outlined below.

Activities designed to enhance participation in cycling across all social groups will result wide benefits in health, congestion, the economy, and the environment. According to the DfT’s Setting the First Cycling and Walking Investment Strategy document2, the case for investing in cycling is clear and compelling as it will help tackle congestion and support the economy. Town centres and high streets which support walking and cycling see the benefits through increased economic activity across a range of economic measures such as increased footfall through to higher rental values, whilst employers also benefit from reduced absenteeism and a healthier workforce. This increases their competitiveness and productivity in the global economic marketplace. Places with cycling and walking at their heart will help tackle air pollutions and climate change by reducing road traffic. Finally, increased physical activity not only improves physical and mental health but also delivers long term savings to the NHS and social care.

According to the Get Britain Cycling Report3 the return on cycling investment is maximised when existing cyclists utilise it more frequently and new cyclists are stimulated to commence riding. The typical benefit cost ratios are considerably greater than the threshold of 4:1 which is considered by the DfT as ‘very high’ value for money. A recent Government report on the return on investment of cycling and walking concluded: “All of the studies in the UK and beyond report economic benefits of walking and cycling interventions which are highly significant, and these average 13:1. For UK interventions, the average figure is higher at 19:1.” In addition, in its 2009 review of the costs of transport, the Cabinet Office concluded: “Results suggest that transport policy has the opportunity to contribute to a wide range of objectives. This is supported by emerging evidence on specific schemes, e.g. high benefit cost ratios for cycling interventions.” One of cycling’s most significant attributes is its ability to offer multiple benefits, including easing congestion, improving health, and reducing pressure on infrastructure.

Another study4 outlined a cost-benefit analysis of walking and cycling track networks in three Norwegian cities, taking into account the benefit of reduced insecurity and the health benefits of the improved fitness the use of non-motorized transport provides. In addition to reductions in health costs, the analyses also took into account that a change from travel by car to

2 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/487846/cycling-and-walking-investment-strategy.pdf 3 https://allpartycycling.files.wordpress.com/2013/04/get-britain-cycling1.pdf 4 https://www.researchgate.net/publication/222674950_Cost- benefit_analyses_of_walking_and_cycling_track_networks_taking_into_account_insecurity_health_effects_and_external_costs_of_motoriz ed_traffic_Transport_Res_Pol_Pract Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case cycling or walking means reduced external costs (e.g. air pollution and noise) from motorized traffic and reduced parking costs. The research found that the benefits of investments in cycle networks are estimated to be at least 4–5 times the costs.

It can be concluded that investment in cycle infrastructure generates much greater cost benefit ratios and wider societal benefits than other transport investments, particularly road schemes.

Financial Case: Potential funding sources, estimate of cost

The costs for cycle infrastructure vary significantly between routes, even if same type of infrastructure is implemented, as there is no single design solution. High level estimates are provided here based on the experience from elsewhere in the UK for similar levels of cycle facilities.

a) Sustrans5 provide typical cost of cycle infrastructure based on their experience with construction of National Cycle Network. In 2007 prices, the cost of a cycle track with major junctions was between £350-950m per km. Considering the large scale scheme like the one proposed here it is safe to assume that the costs would be on the upper side of this range which in 2016 prices would mean roughly £1.3m per km. b) Greater Manchester Cycling Design Guidance6 estimate the higher end of cost (i.e. including maximum civil engineering intervention with associate changes to kerb lines drainage, pavements, footways and street lighting) of a one-way cycle track to £0.96-1.3m per km whereas one km of a hybrid cycle track would typically cost £1.5- 1.9m. c) The costs of Cycle Super (CS) Highways in London have varied significantly. As a guide the average cost of the first round of Cycle Super Highways (CS1) could vary between £600,000 and £1,500,000 per km (in 2012). The newer Cycle Super Highways being built in 2015 and 2016 have incurred higher costs due to a higher level of segregation provided and has varied between £1.5m to £7.5m per km (see Table below). It can be seen that the more segregated routes cost more than less segregated routes, for example CS1 is substantially on quieter, back- street roads whilst the others run along major roads with a greater requirement for segregation but with greater benefits accruing from providing direct and fast cycle links.

Table 2: Typical Cost of Cycle Superhighways in London Cycle Superhighway (CS) route Cost Length Cost (£m per (% level of physical (£m) (km) km) segregation) CS1 (13%) 17.0 11 1.5 CS2 (upgrade) (75%) 24.7 6.8 3.6 CS5 (95%) 10.5 1.4 7.5 North South (69%) 17.5 2.6 6.7 East West Phase 1 (91%) 41.3 9.5 4.3

d) The cost of a 23km long Leeds-Bradford cycle super highway was £29m which equates to roughly £1.3m per km.

e) The typical cost breakdown according to the experience with the first round of Cycle Superhighways in London is as follows: Table 3: Typical Cost Breakdown of Cycle Superhighways in London Element % of cost Infrastructure 58 Design 15 Supporting measures 9

5 http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/17%20costs%5B1%5D(1).pdf 6 http://cycling.tfgm.com/pages/pdfs/GM-Cycle-Design-Guide.pdf Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Powers & consents 3 Other 15

The typical cost breakdown according to the experience with the latest round of Cycle Superhighways in London is as follows:

Table 4: Typical Cost Breakdown of the Newest Cycle Superhighways in London Element % of cost

Implementation 63 Feasibility and design 9 Data collection & monitoring, marketing & public consultation and powers & consent) 1 Inflation 2 Risk 19 Other 6

The cost estimate for the proposed scheme was based on the figures provided by Sustrans as they provide the best reflection of the infrastructure context. They were adjusted by 8% uplift per annum to cover construction inflation and figures rounded to nearest 10,000. The estimated cost of the proposed scheme would be at least £15m.

Table 5: Cost estimate for Walsall – Darlaston – Wednesbury Corridor Schemes Length Cost Estimate ID Scheme (km) Description £ On-road lightly segregated cycle lane, traffic calming and 1 A462 1.90 junction improvements 890,000 One-way stepped cycle track and on-road cycle lane with 2 A4038 4.70 junction improvements 6,030,000

1.40 Quiet residential route with signage and traffic calming 520,000

3 Vicarage Road 0.30 Segregated cycle track 150,000

2.00 Quiet residential route with signage and traffic calming 540,000 Wednesbury 4 Retail Park 0.20 Two new off-road links 80,000 St Paul’s Road/Bescot Stadium Railway 5 Station 1.20 New off-road link 430,000

2.30 Segregated cycle track and junction improvements 2,950,000

6 Bescot Crescent 0.50 Quiet residential route with signage and traffic calming 490,000

7 Alexandra Road 2.20 Quiet residential route with signage and traffic calming 550,000 Off-road path 8 under M6 1.30 New off-road link 610,000 Primley Avenue to 9 central Walsall 2.00 Quiet residential route with signage and traffic calming 540,000 Cycle parking at both Wednesbury metro stops, Bescot Public transport Railway and Walsall railway station and two Walsall bus 10 stations - stations 320,000 Total cost estimate £14.1m Total cost estimate (rounded to £5m) £15m

Implementation of the scheme would require both capital and revenue funding, provided by Central Government, Local Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Government and other sources, including the private sector.

Potential funding sources for the scheme could be:

 Highways England (particularly M6 J9 improvements)  Local authority transport budget (Integrated Transport Block Funding and Highway Capital Maintenance)  Black Country Local Growth Deal Fund (particularly Managing Short Trips programme)  Developer contributions through section 106 agreements, S278 monies and Community Infrastructure Levy  Tax Increment Financing/Accelerated Development Zones  Challenge funds (LSTF/Access Fund, Cycle Ambition)  European Funding  Green Investment Bank  Supplementary business rates  Exploiting commercial opportunities that arise from the development of transport infrastructure Commercial Case: Commercial viability of a proposal and the procurement strategy that will be used to engage the market. Risks, timescales as well as details of the capability and skills of the team delivering the project and any personnel implications arising from the proposal.

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below.

The commercial case is based on a number of strategic outcomes:

 Deliver the scheme within the available funding  Deliver the scheme to programme  Ensure stakeholders’ acceptance and support  Ensure Best Value is delivered  Ensure that appropriate quality is delivered

The delivery of the outcomes will be achieved by engaging the works contractor at an early-stage in the planning and delivery of the scheme and mobilising appropriate strengths by:

• Using the contractor’s experience and input in reviewing the construction estimates. • Obtaining the contractor’s experience and input to the design and construction programme to ensure the programme is robust and achievable • Using and building upon the partners in-house knowledge and experience from engaging through consultation with all stakeholders, and delivering outcome with the contractors • Engaging the contractor in the final detailed design process to improve buildability and ensure value for money - Being incentivised to achieve ‘a right first time approach’ that is measured by key performance indicators agreed with the contractor.

It is proposed to implement the scheme in various stages but by adopting the “whole route” approach. Each section of the route would be categorised by risk. Early focus will be made on those lengths which are considered “low risk” or “early/easy- wins” offering timely elements of construction for the contractor to progress. This will offer the opportunity for early construction of isolated interim non-continuous sections or segments of the route which do not heavily rely on consultation, or their construction throughout the duration of the contract to assist programme. The essential requirement of ensuring local issues and ambitions are fulfilled will be achieved through an advance partnership design process and public consultations input.

The scheme will draw on the best national and international experience in the development and roll out of proposals, embracing local experience from places like the London, City of York, Leicester and international examples from the Netherlands, Denmark and elsewhere. Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Management case: The management case assesses whether a proposal is deliverable. It tests the project planning, governance structure, risk management, communications and stakeholder management, benefits realisation and assurance. Evidence of similar projects that have been successful to support the recommended approach

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below as per experience from Cycle Superhighways schemes in London.

The below diagram shows the typical process of delivering Cycle Superhighways schemes in London and it is expected that the proposed scheme will broadly follow a similar process. Typically, this process in London normally took 18 months with 4 months spent on a feasibility study, 8 months on preliminary design and detailed design and 6 months on construction (which of course depended on the length and type of route). It needs to be noted that stages tend to overlap and that it is very much dependent on the scale and complexity of the approved scheme.

Feasibility study Preliminary Detailed Design Construction Operation Design

• Route • Network • Civils design • Construction • Monitoring alignment modelling (3D) • Supporting • Safety Audit • Scoping / • Public • Traffic measures Stage 3 planning consultation management • Handover • Stakeholder • Safety Audit • Safety Audit • Supporting input Stage 1 Stage 2 measures • Set of • Consents / • Build schedule measures orders • Consents / • Civils design orders (2D) • Works • Scheme approval approval

The following diagram shows the process of joint working between different partners typical for delivery of Cycle Superhighways in London and it is expected that the proposed scheme will broadly follow a similar process.

Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

There were a number of key challenges and risks identified in delivery of Cycle Superhighways which are considered to be also relevant for and might impact the delivery of the scheme:

• Restricted road space • Competing demands and priorities • Approvals processes • Providing consistent routes • Politics • Parking and loading • Major infrastructure barriers • Land and highway ownership • Legislation • Timescales of delivery

Based on the implemented Cycle Super Highways in London lessons were drawn that will inform the management case in later business case development for the proposed routes.

• Benefits of managing schemes as whole routes • Benefits of pairing hard and soft measures • The cost of works which are ‘unseen’ • Importance of good riding surface • Importance of dedicated infrastructure • Importance of political support • Importance of methods of stakeholder engagement • Integrating different schemes and benefits Appendix 10b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Corridor Name: Brierley Hill – Dudley - Pensnett Corridor Area: The proposed scheme runs along the following links as shown on the map below: B4179 Commonside/Pensnett Road, Bromley Lane/Bryce Road, Moor Street, NCN54 off-road route between Stourbridge and Brierley Hill, disused railway off- road route, A4101 link and residential roads between Bromley Lane and A4101 route, Bull Street link, link between NCN 54 and Merry Hill, Merry Hill retail park, Coppice Lane/Victoria Road/Rose Hill/A4100 Forge Lane, Dudley Canal upgrade and off-road link through Sheepwash Local Nature Reserve. Except for the 400m section of the route on Forge Lane (part of Sandwell Borough) the entire area lies within Dudley Borough.

The main aim of this corridor is to improve walking and cycling connections the major local, shopping and employment centres in Black Country – Brierley Hill, Pensnett Trading Estate (TE) and Dudley - with the residential areas. Also in the area are the biggest hospital in Black Country, Russells Hall, a major retail centre Merry Hill, Brierley Hill Enterprise Zone and a future Metro route.

Compared with other Black Country areas there are fewer major barriers to movements of non-motorised users in this area, some of them include freight rail line and A4036 Merry Hill strategic road but also canals lacking crossing points. On the other hand, the overall accessibility of the scheme area is also limited – there is no rail or Metro line and the nearest motorway is M5 whilst cycling facilities are limited. Hilliness is considered to be one of the barriers to mass cycling but in spite of being the most hilly area of Black Country it is believed, based on the experience from other cities, that many trips could still be made by bicycle. Currently, there is some provision for cyclists in the area but it is scattered around and tends to comprise canal towpaths with unsuitable surface and poor perceived safety and security. NCN 54 is not fully opened and it currently runs between Stourbridge and Dudley but it doesn’t connect further on to the route in Tipton yet.

The Average annual daily traffic (AADT) in the past 5 years generally shows a relatively steady trend. The only drop in motor traffic could be observed on A4101 Dudley Road at Pensnett TE (-5%) but the number of cyclists decreased significantly too, only the number of HGVs increased. At A4101 St Queens Cross the traffic flows increased by 2.5%, HGVs by 17% whilst the number of cyclists remained the same. Similarly, at A4100 Mill Street the motor traffic and HGV traffic increased by almost 3% and 19%, respectively. At all sites HGVs represent 2-3% of all motors traffic. According to the LCDS, if the proportion of HGV and public service vehicle traffic is less than 10% then, subject to the carriageway geometry and speed and volume of traffic, motor traffic lane widths may generally be reduced.

Table 1: AADT in the Brierley Hill Corridor (source: DfT) Motor Vehicles Pedal Cyclists All HGVs 2010 2014 Change 2010 2014 Change 2010 2014 Change

A4101 (1) 19610 18564 -5.3% 174 85 -51.1% 447 572 28.0% A4101 (2) 18042 18501 2.5% 92 92 0.0% 313 366 16.9% A4100 14021 14433 2.9% 98 85 -13.3% 231 275 19.0%

Description of Proposed Schemes:

Description – options listed, improvement / new works description

In total, almost 43km of new or upgraded routes are proposed with a varying degree of required investment and level of segregation as shown in Figure 1. Each route (with route IDs shown in Figure 1) is outlined below with photos indicating the existing situation. Where reference to the design standards is made it is London Cycle Design Standards (LCDS)1 that we refer to. Also refer to the Appendix for the best practice examples of the recommended solutions.

1 https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 1: Map of the Proposed Schemes

1. A4101 A4101 is a link between Dudley, Russells Hall Hospital and Pensnett TE, hence three major employment areas to which good quality cycle provision is vital. Currently, there is a 600m long shared use track segregated with a line between the roundabout at the Russells Hall Hospital and junction with Elgar Cress, a very short section close to the junction with Dreadnought Road and advisory cycle lane on Stourbridge Road east of Scotts Green Island. The AADT data shows that the traffic on western end of the link has been decreasing (although in 2014 the traffic increased compared with 2013). In the eastern part of the link there are 6 bus routes with buses every 5 min. Based on all of this the link can be considered as an arterial road with a high movement function and 30mph speed limit where segregation for cyclists is advised. The proposed measures from west to east are as follows.

It is proposed to build a two-way stepped cycle track on the northern side of A4101 between the Russells Hall Hospital roundabout and Pensnett TE at minimum (junction with Ketley Road) but preferably until the junction with A491. UK and international practice shows that there are some circumstances in which two-way tracks on one side can be a choice that offers a high level of service. The two-way tracks are particularly a good option where buildings, active uses and side roads are entirely or largely on only one side (a waterside location, for example) and/or where kerbside activity or side road access may be reconfigured so as to take place largely on one side. At the moment, there is already a shared use path on the northern side at the Russells Hall Hospital and close to the junction with Dreadnought Road, west of Russells Hall Hospital is a green area that lies north of A4101 and the pavement is wider on the northern side too. However, it should be considered if one-way track or lane should be constructed on High Streets. Central hatching area should be removed and parking should be permitted only at the southern part which would enable space allocation for a wider cycle track. Enough width is needed to minimise the risk of head-on collisions between cyclists in two-way tracks; minimum 2m for very- low or low cycle flows and 3m for medium flows.

East of the Russells Hall Hospital roundabout and west of Scotts Green Island it is proposed to utilise the existing service road parallel to Kingswinford Road which is currently not readily accessible to cyclists. A new cycle crossing should be Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case installed at the roundabout between the hospital and the western end of service road and between the eastern end of service road and off-road link to Scotts Green Close which should be widened and converted to shared use.

East of Scotts Green Island it is proposed to build stepped cycle track in each direction on the site of the existing advisory lane. Double yellow lines should be introduced. In the junction with B4177 Wellington Road the left turn bypass lane should be removed and cycle traffic signals should be installed to give cyclists a head start and to prevent conflicts with left turn movements.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

2a. A4179 Commonside/Pensnett Road This link provides a key connection between Brierley Hill and A4101 that connects to Pensnett TE, Russels Hall Hospital and Buckpool and Fens Pool Local Nature Reserve cycle routes. More than 1,000 commuters use this route every day. The link is considered to be a connector road with a medium movement function and low place function. On such connector links a 30mph speed limit, it is generally recommended to provide dedicated on-carriageway lanes or cycle tracks. Subject to space availability, mandatory/advisory cycle lanes are proposed and motor traffic lane widths may generally be reduced and central hatching areas removed particularly at the southern part of the route. Lanes of 1.5 to 2 metres may be acceptable provided that the adjacent traffic lane does not have fast-moving traffic and a high proportion of HGVs and is not less than 3.2 metres wide. Reducing the width of general traffic lanes can create the space required for a cycle lane.

2.b Cressett Lane/Dell Road/Mullett Park Corbyns Hall Road Alternatively, should the space constraints north of Dell Stadium (Option 2a) not enable the construction of quality cycle route it is proposed to divert the route from Pensnett Road to Bryce Road (where it would connect to the Bromley Lane cycle route) and to provide a quiet parallel route exploiting a number of existing filtered permeability opportunities. The route would run from Brierley Hill High Street via Cressett Lane, off-road link west of Dell Stadium, Mullett Street, Dell Road, Wesley Road, Heydon road, Mullet Park, Tiled House Lane, Derwent Close and Corbyns Hall Road. Signage should be provided throughout the route.

3. Disused railway off-road route The route is proposed on the site of a 2.5km long disused single track railway and the remains of Bromley Halt which was in operation only between 1925 and 1932. Today, there are only disused bridges, tracks and informal paths in the place of this railway which connects Brierley Hill with Pensnett TE and therefore presents an excellent opportunity to convert it to an attractive walk and cycle path.

A fully shared use path without any form of separation is recommended in cases such as canal towpaths, other waterside routes, paths through parks and cut-throughs away from the highway which is the case in this area. On partially separated and shared routes, cycle flow must be considered relative to pedestrian flow; the minimum recommended width is 3m which caters for medium cycle/pedestrian flows (200-450 pedestrians and 150-300 cyclists per hour) and for cyclists using wider, adaptable bicycles. Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

The link should have a smooth tarmac surface, be well lit and signed throughout. Access barriers should not exclude certain users (as is the case in the present situation), particularly those who have difficulty negotiating narrow gaps and sharp changes in direction, including wheelchairs. Physical barriers, such as A-frames and chicanes, are not generally recommended and bollards are the simplest way of preventing unauthorised access by cars and other larger vehicles but they should be spaced a minimum of 1.5 metres apart. Street lighting should be provided in order to increase safety and security and allow cycling regardless of the time of the year or day.

4. Bromley Lane/Bryce Road This link provides a key connection between the residential areas north-west of Brierley Hill and Brierley Hill; more than 300 commuters use this route every day. There are also four schools (Bromley Hills Primary School, Brier School and The Crestwood School, Crestwood Park Primary School) along the route which would benefit from safer cycle routes to school but the route also connects to the off-road routes in the Fens Pools Nature Reserve and The Dell Health Hub. There are only two bus routes with buses every 10 min on this road. Considering the number of pupils in this area and even greater need for segregation it is proposed to construct a segregated cycle track in the place of the current green verge and a stepped cycle track. The traffic lane width should be reduced in order to accommodate the cycle track. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m. Between Bromley Lane/Bryce Road the existing off-road links should be utilised to connect to the canal route towards the Fens Pools Nature Reserve, The Dell Health Hub, Brockmoor Hill High Street and Moor Street route. Design for cycling off- road should deliver fit-for purpose, safe and comfortable infrastructure for both cyclists and pedestrians in a way that meets accessibility requirements fully. A path fully shared without any form of separation is recommended in this case with the minimum recommended of 3m which caters for medium cycle/pedestrian flows (200-450 pedestrians and 150-300 cyclists per hour) and for cyclists using wider, adaptable bicycles. The link should have a smooth tarmac surface, be well lit and signed throughout. Access barriers should not exclude certain users (as is the case in the present situation); particularly those who have difficulty negotiating narrow gaps and sharp changes in direction, including wheelchairs. Physical barriers, such as A-frames and chicanes, are not generally recommended and bollards are the simplest way of preventing unauthorised access by cars and other larger vehicles but they should be spaced a minimum of 1.5 metres apart. Street lighting should be provided in order to increase safety and security and allow cycling regardless of the time of the year or day.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

5. B4180 Brierley Hill Road/Moor Street/High Street This link provides another connection between Worsdesely, Hawbush and Buckpool residential area and Brierley Hill which is used by more than 1,000 commuters a day. Other routes from the north described above would also connect to this route. B4180 is a connector link with a medium movement function and a low place function and 30mph speed limit. Due to space constraints on Brierley Hill Road it is proposed to introduce advisory cycle lane but at the same time to implement traffic calming, reduce traffic speed and remove the centre-line. On Moor Street a segregated cycle track can be constructed where there is currently a green verge and on-road cycle lane on other sections. In the junction of Moor Street and Brierley Hill Road, off-road link needs to be established, for example with a parallel zebra and cycle crossings.

Advisory cycle lanes should indicate a recommended line of travel for cyclists and they instruct other vehicles not to enter unless it is unavoidable. Such approach is recommendable where there is insufficient space for a mandatory lane of 2 metres or more to be introduced but where parking restrictions can be applied or in conjunction with low speed limits and centre line removal, to indicate that there will need to be some sharing of the carriageway but to encourage motorised vehicles to leave nearside space free for cyclists.

The options of redesigning the High Street should be explored for example turning it into a one-way road with a contra flow cycle lane, creating a pedestrian zone with access for deliveries only, removing on-street parking

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

6. Standshill Road and Denleigh Road/Ragees Road (Option A) This link provides a connection between the east-west route on Bromley Lane and Pensnett TE. Even though it is a fairly quiet residential road there is also a bus route that runs every 15 min whilst the road layout allows higher speeds than it is desired for a residential road. There is relatively a lot of space available on the site of the existing green verge that would enable a construction of a segregated cycle track. A shortcut via Larch Road/Ketley Road should be signposted to connect to A4101 route and Pensnett TE. Subject to the new developments east of Standshill Road a new off-road links should be considered to provide a direct connection to Pensnett TE.

Segregated lanes and tracks involve the use of features such as kerbs, separating strips, islands, grass verges or lines of planting to create a continuous physical barrier between moving motor vehicles and cyclists on links. Parking and loading bays may also form part of the buffer space. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m. To the south of Bromley Lane, it is proposed to provide a sign-posted cycle route on quiet residential roads with the local street function. Signs can be used to direct cyclists to the residential street and it is likely to need complementary traffic calming/filtered permeability. For example, it is proposed to formalise and upgrade (widening, resurfacing and lighting) the walk and cycle link between Rangeways Road and the road leading to Ridge Hill Centre.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

6a. Lapwood Avenue and Rangwesways Road/Sunnymede Road/Nanaimo Way (Option B) Alternatively, quiet residential streets can be sign-posted as a route between Bromley lane and Pensnett TE via Lapwood Avenue, Blenheim Road and Ploverdale Crescent using the existing filtered permeability link between the latter two. To the south of Bromley Lane, it is also proposed to provide a sign-posted cycle route on quiet residential roads. Signs can be used to direct cyclists to the residential street and it is likely to need complementary traffic calming/filtered permeability. For example, it is proposed to formalise and upgrade (widening, resurfacing and lighting) the walk and cycle link between Rangeways Road and the road leading to Ridge Hill Centre.

7. Link between A4101 and Fens Pool Local Nature Reserve The A4101 route should be meaningfully connected via residential roads to the Fens Pool Local Nature Reserve with appropriate signage and traffic calming measures if required.

8. Off-road link between NCN54 and High Street via Church Street There is a continuous off-road walk and cycle path through the residential areas between Stourbridge High Street and Dudley Canal at Sevendwellings View that is a part of the NCN 54 which is not fully opened yet. However, there is no on- road connection between the cycle path and Brierley Hill High Street; namely, the canal access is limited, with several locks and poor access to A4100 that provide additional barrier to cycling and therefore it isn’t a suitable as the main access to the town. Therefore it is proposed to link the NCN54 with High Street from Willow Rise to Anchor Hill and via unnamed road between Delph Road and Church Street by providing a new access point only for pedestrians and cyclists which is currently blocked. On Church Street it is proposed to install mandatory cycle lane with light segregation. This will require removal of central hatching. Lanes of 1.5 to 2 metres may be acceptable provided that the adjacent traffic lane does not have fast- moving traffic and a high proportion of HGVs and is not less than 3.2 metres wide. Reducing the width of general traffic lanes can create the space required for a cycle lane. The NCN54 needs to be upgraded by removing or replacing the access barriers with bollards with enough spacing as currently it does not allow for comfortable and direct cycling. More thorough maintenance needs to be done regularly. Crossing facilities must be installed such as a parallel zebra and cycle crossing on a raised table, e.g. on Hilfields Road Penfields Road, Sandrigham Lane and Turner’s Lane. The street lighting should be considered to be installed along the entire route in order to enable year-long cycling. Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

9. Bull Street walk and cycle link There is a pedestrian only link between both ends of Bull Street that provides a shortcut connection between Brettell Lane and Hawbush residential area. However, the link is in a very poor condition, it is overgrown and does not provide a good sense of personal safety and security. In addition, cycling is not officially permitted. An upgrade is suggested in order to provide an attractive walking and cycling connection, such as street lighting, resurfacing and other public realm improvements. Signage needs to be installed to the cycle routes on Moor Street and Church Street. Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

10. Link between NCN 54 and Merry Hill Similarly, as with the suggested on-road connection to Brierley Hill, the NCN 54 needs to be connected to Merry Hill retail park on road, not only via Dudley canal. It is proposed to sign post a new route from Turner’s Lane via off-road link parallel to Gayfield Avenue which should be converted to shared use. Dropped kerbs and signage needs to be installed.

A two-way cycle track should be constructed in the roundabout of Amblecote Road and Mill Street with parallel zebra and cycle crossing across B4172 Delph Road. On Milll Street an on-road cycle lane is proposed to be constructed on each side of the road, traffic lane width should be reduced and red central hatching removed. Two Woods Lane is a one way only street where a contra-flow cycle lane is proposed.

11. Merry Hill retail park Currently, the access to the retail park for the non-motorised users, particularly for cyclists, is very poor. They need to use the main roads used by motor vehicles and there are no shortcut connections from the residential areas or Brierley Hill nearby in spite of the very short as crow flies distance. The only cycle track runs along Fifth Avenue and crosses Central Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Way.

There are several things that can be done to improve conditions both for pedestrians and cyclists.

 An option of creating a new direct path from Two Woods Lane to Station Drive should be explored.  4m wide un-staggered toucan crossing should be installed on all arms of the roundabout in the junction of The Boulevard and The Embankment.  A wide two-way shared use path should be constructed along Times Square Avenue to connect to the Fifth Avenue cycle track.  4m wide un-staggered toucan crossing should be installed across The Boulevard (at Pizza Hut).  All footpaths should be converted to shared use and dropped kerbs should be installed.  An opportunity for a new link between Brierley Hill and Merry Hill should be explored, e.g. over the bridge across Dudley Canal between Birmingham Metropolitan College and Merry Hill.  The green verge between The Boulevard and KFC and Odeon should be transformed into cycle track to connect to the Dudley Canal.  The Waterfront Business Park should be connected to Merry Hill via Dudley Canal - the pavement along The Embankment should be widened and transformed into shared use and the pelican crossing should be upgraded to a toucan crossing.  The pedestrian crossings in the junction of A4036 Merry Hill and The Boulevard/Coppice Lane should be upgraded to wide toucan crossings and simplified; in the present situation pedestrians need to cross in 5 stages.  The pedestrian crossing over A4036 Merry Hill at Nottingham Way should be converted to a wide toucan crossing to connect to the Fifth Avenue cycle track.

12. Coppice Lane/Victoria Road/Rose Hill/A4100 Forge Lane It is proposed to create a route between Merry Hill and Quarry Bank and Cradley Heath railway station, one of the busiest in Black Country. Forge Lane presents the most direct connection but its traffic levels (just under 15,000 vehicles a day) would require segregation which is difficult to secure given the space constraints. Therefore, a quieter route is suggested through the residential areas of Quarry Bank. On A4100 Forge Lane it is proposed to introduce a stepped cycle track between Cradley Heath station and Woodland Avenue. Central hatching should be reduced and green verge utilised in order to Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case accommodate the cycle track. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m. The route running on quiet residential roads (Woodland Avenue, Rose Hill, Victoria Road) should be signposted and it is likely to need complementary traffic calming/filtered permeability. Existing filtered permeability links should be utilised, such as between Woodland Avenue and Rose Hill (parallel to High Street, parallel to Quarry Bank Primary School and between Sheffield Street and Victoria Road. On Coppice Lane, on-road cycle lane is proposed to be introduced and major improvements in the junction with A4036 (removing left turn bypasses, reducing number of crossing stages, introducing wider toucan crossings etc) are essential as they will benefit not only cyclists but also pedestrians. The Boulevard pavement should be widened and converted to shared use.

13. Dudley canal towpath upgrade Dudley canal runs from the south-west of Black Country near Stourbridge to Dudley and provides an off-road direct access to Brierley Hill, Merry Hill, Dudley and industrial site between them. The roads connecting these sites are heavily trafficked and due to the space constraints do not allow for a high-quality cycle route suitable for such environment. It is hoped that the future Metro route will integrate a new cycle link. However, the canal provides an attractive and direct alternative already today. In order to satisfy all requirements of the quality cycle routes, the canal would need to be significantly improved in terms of the new surface, comfortable width, comfortable access points, lighting etc. For example, the access point at Mill Street comprises only stairs which makes it very impractical to use on a bike but also for people with disabilities. The Canal should be connected to the improved routes at Merry Hill. Where the canal ends the quiet residential road link continues as NCN54 to the A4101 route which is also considered for a major upgrade. This scheme would complement upgrades of the section of this canal through Buckpool and Brockmoor which is being delivered through the Managing Short Trips programme (LEP).

14. Public transport stations For the major bus interchange in Dudley and Cradley Heath railway station an integrated station travel plan should be adopted to ensure high quality cycle access to the interchange and provision of high quality cycle parking. Similarly, it needs to be ensured that the design of the proposed new Metro route between Brierley Hill and Dudley integrates a provision of a cycle track along the route and cycle parking at all Metro stops.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Strategic case: Case for change (existing issues and arrangements), key trip attractors and destinations, strategic fit with existing strategies, programmes and objectives, impact of not changing

Existing issues: Positively, several residential areas already are in a 20mph zone, there are some (advisory) cycle lanes and many canal towpaths. Part of the Dudley Canal is already lit and well surfaced and the towpath to Buckpool and Fens Pool Local Nature Reserve also has a good surface. NCN 54 is a pleasant mainly off-road route. Many residential areas in already have walking and cycling links between the local streets rather than cul-de-sac street pattern which allows for filtered permeability. However the provision for cyclists is patchy and tends to comprise advisory lanes which are often used as parking space and which often end abruptly and canal towpaths with mostly unsuitable surface and poor perceived safety and security. The biggest severance for both pedestrians and cyclists are wide and busy roundabouts which make crossing unsafe, the rail line and even canal. The traffic is generally on the rise, including the number of HGVs. Some areas such as Merry Hill retail park have been predominantly designed in a car-centric way discouraging people to travel there on foot or by bike. Public transport relies on the bus network whilst the rail line passes only the south of the borough. Hilliness is the additional perceived barrier to cycling.

The result of these conditions is an unappealing cycling environment on main roads where cyclists need to mix with vehicles, where vehicles have priority over non-motorised users and where riding feels unsafe, uncomfortable and unattractive compared to other transport modes, particularly car. Indeed, the traffic counts in individual links suggest that there were on average less than 100 cyclists per day in 2014, compared with up 15,000-20,000 vehicles per day. The mode share of cycling for travel to work in Dudley is the lowest in Black Country with only 1.3% of commuters cycling to work (2.1% in Wolverhampton) but also mode shares of walking and public transport (8.3% and 11.2%, respectively) are the lowest both in Black Country and West Midlands. Mode share of driving to work is 73%, the highest not only in Black Country but also in West Midlands.

However, according to the Census, 53% of all trips to work by residents of these areas in Dudley are shorter than 5km but only 1.8% of those are made by bicycle, 13% on foot and 64% or more than 16,000 trips are made by car, indicating a significant potential for mode shift.

In Dudley, 69.3% of adults are in excess weight (4% more than in England and the most in Black Country) with more than 41% being overweight, 28% being obese and a third of all population being physically inactive. Similarly, 39% of children aged 10-11 are in excess weight (33% in England). A large part of the scheme area is among 20% most deprived areas in the country except for Whitymoor Village, Wordsley and area south of Pensnett TE. Particularly problematic are areas of Pensnett, Dudley, Merry Hill, Russells Hall and Scotts Green which are among 10% most deprived area in the UK. There are big variations along the corridor in terms of unavailability of a car in a household which ranges from only 4% in Whitymoor Village to 53% in Dudley and Merry Hill. On average, 26% of households or almost 6,000 in the area have no car available.

The principal pollutant affecting the local air quality in Dudley is nitrogen dioxide (NO2), the major source of which is road traffic; in response Dudley Council declared the entire boroughs an Air Quality Management Area (AQMA) in 2007. 15 areas were identified in 20112 where the annual mean objective for nitrogen dioxide was exceeded, including areas adjacent to the cycle scheme area such as Pensnett, Wordsley, Brierley Hill, Dudley centre (New Street), Amblecote and Quarry Bank. At all locations HGVs were the principal contributory factor but at Brierley Hill and New Street where buses were the main reason for pollution. The vast majority of infrastructure (road network) actions to tackle the pollution involved highway improvements with an aim to increase capacity and reduce congestion whilst infrastructure improvements for pedestrians were scarce and improvements for cycling were non-existent (except for smart travel measures).

Key trip attractors and destinations: According to the 2011 Census more than 75,000 people live in the wider scheme area and almost 39,000 people work here, the majority of which commute from within the Black Country area.

2 http://aqma.defra.gov.uk/action-plans/DMBC%20AQAP%202011.pdf Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Brierley Hill is the key employment area with more than 15,000 jobs followed by Pensnett TE, Russells Hall and Dudley with around 6,000 jobs in each of these areas.

Figure 2: Number of Jobs and Population by MSOA

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 3: Key Trip Attractors

Looking at the local trips only (i.e. within Black Country), the single largest flows between the residential and work areas normally occur within the same MSOA (middle super output area). For example 625 people travel to work within the same MSOA in Brierley Hill, 272 within Pensnett but there are many people who travel from neighbouring areas as shown on the map below (and of course from further afield).

Figure 4: Commuter Flows in Dudley

The scheme area is also home to the Russells Hall Hospital, second biggest in Black Country with more than 700 beds. Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Dudley bus station sees more than 28,000 passengers and Merry Hill bus station more than 5,000. Cradley Heath station is the 6th largest station in Black Country with more than 740,000 passengers a year. There are more than 11,000 students at Dudley College and Birmingham Metropolitan College. In the immediate vicinity of the corridor several schools are located, such as The Crestwood School, Brier School, Crestwood Park Primary School, Bromley Pensnett Primary School, St Mark’s C of E Primary School, Brierley Hill Primary School and Nursery, St Mary’s Catholic Primary School, Whitymoor Primary School, Mount Pleasant Primary School, The Wordsley School, Dingle Community Primary School, Brockmoor Primary School and Hawbush Primary School. Merry Hill Retail Park is home to over 250 shops, retail park, cinema etc. with a total retail floorspace of 154,002m² making the centre the fifth largest in the country.

The above information shows that the demand for travel, particularly short distance is significant.

Propensity to Cycle Tool was also used in order to see where is cycling currently common and where does cycling have the greatest potential to grow. Government target scenario was chosen (i.e. to double cycling in a decade). Estimated potential for cycling takes into account hilliness, current trip patterns and route distance. The most direct routes are selected with using Cycle Streets route mapper, hence it is based on the existing infrastructure. It is important to note that low current or potential flows may indicate a barrier, such as a major road or rail line, causing severance and lengthening trips which could be addressed through new infrastructure.

According to the Propensity to Cycle Tool (PCT) the key commuter routes (in terms of numbers) are from Brierley Hill local centre to the north (Pensnett, Russells Hall) and to the south (Quarry Bank) whilst the highest potential for cycling is in the residential area in the south-west of the corridor, i.e. where there is least deprivation. In the context of Black Country as a whole, this is an average potential, behind that of Wolverhampton or Dudley Port which is probably primarily due to hilliness. It needs to be noted that this application is currently only in a testing phase and it is only an additional tool that helps assess the future potential for cycling but does not take into account some other important local characteristics.

Figure 5: Number of Commuters on Routes between two MSOA areas and Associated Fastest Cycle Route between them

Strategic Fit:

The Black Country Core Strategy sets the agenda for the transformation of the Black Country transportation network and Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case identifies the key factors required to enhance the transport infrastructure and assist delivery of the Spatial Objectives for the area, one of them being “Improved walking and cycling provision” which the proposed scheme is consistent with. The proposed scheme will particularly contribute towards the vision of sustainable communities “…with equal access to a mix of affordable and aspirational housing, a range of quality community services and an integrated transport network which reduces the need to travel by car.” The spatial objectives that the scheme would contribute to are “A first-class transport network providing rapid, convenient and sustainable links between the Strategic Centres, existing and new communities, and employment sites” and “Model sustainable communities on redundant employment land in the Regeneration Corridors…that are well served by residential services and green infrastructure, have good walking, cycling and public transport links to retained employment areas and centres, are set in a high quality natural and built environment”.

Brierley Hill is one of the 4 strategic centres where alongside public transport corridors growth will be concentrated as these are the most accessible and thus sustainable locations. Investment and development will be focussed within Strategic Centres in comparison shopping, office employment, leisure, tourism and culture to retain and increase their share of economic activity and meet the increasing aspirations of their catchment areas. The vision for Brierley Hill is to become a vibrant, inclusive and accessible centre, embracing sustainable urban living and providing superb shops, office employment and cultural facilities. Strong, cohesive communities, where everyone feels included, are served by high quality public spaces and have easy access to all the services needed to enjoy a good quality of life. Transport improvements include establishing a high quality, accessible, affordable and well patronised public transport system including bus and rapid transit. New primary thoroughfares will be created catering for pedestrian and cycle movement.

16 Regeneration Corridors will link to each of the Strategic Centres where a sustainable mix of modern, strategic high quality employment land and new residential communities will be provided set within and linked by comprehensive networks of attractive green infrastructure with cycling and pedestrian routes. As shown on the map below, Pensnett - Kingswinford, Dudley - Brierley Hill – Stourbridge and Brierley Hill - Stourbridge have been identified in the Core Strategy as three of such regeneration corridors.  Pensnett – Kingswinford: The vision is to become home to an increasing number of leading-edge technological companies with an improved, well connected road and public transport system. Further development of high quality residential areas with easy access to surrounding recreational areas within the Green Belt as well as wildlife corridors which connect to the heart of the Black Country’s urban areas. 670 new houses are proposed to be built by 2026 and 133ha of new employment land will be secured. Proposed transport improvements include improve road access between Pensnett TE and the Strategic Highway, linking cycle routes through Pensnett TE and adjacent housing to cycleways to the north and west, public transport improvements serving both residential & employment areas and investigating use of rail freight connection into Pensnett TE.  Dudley - Brierley Hill – Stourbridge (a): The vision is to become a focus for family living around the rejuvenated ‘market’ town of Dudley, a tourism focus of regional and national repute and innovative high quality industry stretching towards the new strategic centre of Brierley Hill. The area will be set in an attractive environment, well connected by public transport through a new rapid transit system and served by adjacent retail, office and leisure growth in Brierley Hill. High quality housing for all in and around both Centres as well as excellent green infrastructure through enhanced green spaces and parks. 1160 new houses are proposed to be built by 2026 and 191ha of new employment land will be secured. Proposed transport improvements include edevelopment of a rapid transit link (Metro) from Brierley Hill to Dudley and through to the rest of the Black Country and Birmingham, development of Brierley Hill as a central hub for the bus network, enhancing canal corridor including surfaced cycleway with links to cycling & walking routes and adjacent open spaces and green spaces.  Brierley Hill – Stourbridge (b): The vision is to be characterised by the Dudley and Stourbridge Canal and proximity to the growing Brierley Hill Centre, this Corridor will create new high quality canalside communities through the redevelopment of outdated and obsolete industrial sites. This will be coupled by improvements to the existing housing stock and supported by their proximity to the vibrant and attractive centres of Brierley Hill and Stourbridge offering a range of facilities. Excellent Green infrastructure will be protected and enhanced including green spaces and parks and improved links into Fens Pool Nature Reserve / Special Area of Conservation, the River Stour and open countryside to the south and west of the corridor. 2480 new houses are proposed to be built by 2026 and 41ha of new employment land will be secured. Proposed transport improvements include similar measures as in for Dudley - Brierley Hill – Stourbridge regeneration corridor with additional potential to develop the freight line between Stourbridge and Brierley Hill as a passenger line.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

In total therefore, almost 4,310 new houses will be built and 365ha of new employment land will be provided in the wider scheme area. The proposed cycle schemes tie in closely with the proposed transport improvements, particularly in terms of Pensnett TE cycle links, Dudley Canal and Metro route, and synergies should be fully explored.

The area of the proposed schemes has also been identified as a part of the growth network in the Black Country Local Enterprise Partnership (LEP) Strategic Economic Plan (SEP). One of the Medium Term Projects (post 2016) is the A4101 High Street Pensnett Strategic Network Access Improvement Scheme which will aim to invest an estimated £5.2 million on the A4101 corridor focusing on Pensnett High Street. The scheme aims to increase capacity and reduce delay on the A4101 regeneration corridor, thus improving access and supporting growth at the important industrial/employment areas at Pensnett Trading Estate and the strategic centre of Brierley Hill, and improving connectivity to the national motorway network. However, cycling improvements are crucial in order to achieve the aim of decreasing congestion and the proposed cycle scheme should tie in with this LEP investment.

Recently, the Waterfront in Brierley Hill was given enterprise zone status where more than 4,000 jobs could be created. The new status will attract more businesses to the area and help unlock key development sites with Phase one focusing on filling the existing vacant premises on the Waterfront by 2021. Once this has been achieved, attention will turn to providing 66,000sq m of new business space over the following decade. Under the enterprise zone model the business rates holiday is funded by government and all the growth in rates will come directly to Dudley Council to use on complementary projects, Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case including public transport infrastructure, such as contributing to the delivery of the Metro, and providing skills training for people to access new jobs. The proposed cycle schemes will support the new Enterprise zone and potential for funding should be explored through this opportunity.

In addition, the SEP identified “Growing levels of traffic congestion, constraining local movements and access to the motorway network” as one of the most significant barriers to exploiting opportunities in terms of “Enabling businesses in the aerospace, automotive and building technology sectors and their supply chains to grow” and “Further action to improve the Black Country as a place in which to live, work, visit and invest”. The proposed scheme will help reduce congestion by encouraging more people to cycle.

The proposed scheme is aligned with the vision, objectives and policies of the West Midlands Cycle Charter. The vision is to “…realise the full potential of cycling’s contribution to the health and wealth of the West Midlands – creating more sustainable suburbs, towns and cities that are healthier, safer and more desirable places to live, work and learn. Addressing the safety concerns of existing and potential cyclists has been fundamental to increasing cycling everywhere. We want to raise levels of cycling across the West Midlands Metropolitan area to 5% of all trips by 2023. This represents a 400% increase in cycling journeys from the 1% baseline. By 2033, we want to raise cycling to 10% of all trips.” In order to achieve this, it recognises that “We need significant changes in the planning, design and maintenance of the West Midlands transport network if we are to increase cycling levels. This will apply an integrated approach to design that references European best practice. Design will support ease of movement for cyclists (and pedestrians) through enhanced connections that offer advantages over car journeys and helps to link up neighbourhoods.” Developing a physical network will be through delivering “…a high quality cycle network across the West Midlands, recognisable to all, supported by consistent, clear route branding, signage and wayfinding, cycle parking, mapping and online journey planning”.

The proposed schemes would improve walking and cycling access to several schools which supports the aim of the Dudley Council Sustainable Modes Of Travel Strategy which is to change ‘hearts and minds’, promote sustainable travel to school and to develop the curriculum to increase travel awareness. The Council aims to make a significant contribution towards improving outcomes for children and their families, in particular, by improving the physical well-being of the children and young people by increasing the number of children and young people walking and cycling to school; increasing the use of buses as an alternative to cars for the journey to school; reducing levels of congestion and pollution; making travel to school safer and more environmentally friendly, actively supporting the development of key life skills, such as road safety, supporting the delivery of targets in related plans and strategies for example, the Local Transport Plan (LTP) , individual School Travel Plans, LAA, and Obesity Strategy.

Impact of not changing:

Considering that this corridor is one of the key regeneration corridors set for future employment and housing growth it is expected that in absence of the scheme even more people will continue using the car even for short trips which will worsen the congestion, public health and air quality. This will in turn slow down the progress towards achieving the Core Strategy and SEP objectives and will act as a barrier in exploiting the growth opportunities.

Economic Case: Supporting information on benefits – quantitative /qualitative / supporting best practice

Usual business case analysis tools are not generally well set-up to quantify the benefits of cycling projects. In countries such as Denmark, Holland and Sweden, which are internationally renowned for their progress on cycling, BCR-type appraisals are not typically used to justify investment in cycling. However, it is possible to outline the key benefits of the proposed scheme.

The proposed solution will give safety and comfort benefits to cyclists due to the separation from motor traffic provided and the quality of the cycling surface, allocate dedicated space to cycling, and provide a recommended, fast, short and all-year round route for cyclists in the Dudley – Brierley Hill corridor. It will also raise awareness of cycling as a serious mode of transport and thereby encourage more people to cycle, which will in turn deliver several benefits as outlined below.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Activities designed to enhance participation in cycling across all social groups will result wide benefits in health, congestion, the economy, and the environment. According to the DfT’s Setting the First Cycling and Walking Investment Strategy document3, the case for investing in cycling is clear and compelling as it will help tackle congestion and support the economy. Town centres and high streets which support walking and cycling see the benefits through increased economic activity across a range of economic measures such as increased footfall through to higher rental values, whilst employers also benefit from reduced absenteeism and a healthier workforce. This increases their competitiveness and productivity in the global economic marketplace. Places with cycling and walking at their heart will help tackle air pollutions and climate change by reducing road traffic. Finally, increased physical activity not only improves physical and mental health but also delivers long term savings to the NHS and social care.

According to the Get Britain Cycling Report4 the return on cycling investment is maximised when existing cyclists utilise it more frequently and new cyclists are stimulated to commence riding. The typical benefit cost ratios are considerably greater than the threshold of 4:1 which is considered by the DfT as ‘very high’ value for money. A recent Government report on the return on investment of cycling and walking concluded: “All of the studies in the UK and beyond report economic benefits of walking and cycling interventions which are highly significant, and these average 13:1. For UK interventions, the average figure is higher at 19:1.” In addition, in its 2009 review of the costs of transport, the Cabinet Office concluded: “Results suggest that transport policy has the opportunity to contribute to a wide range of objectives. This is supported by emerging evidence on specific schemes, e.g. high benefit cost ratios for cycling interventions.” One of cycling’s most significant attributes is its ability to offer multiple benefits, including easing congestion, improving health, and reducing pressure on infrastructure.

Another study5 outlined a cost-benefit analysis of walking and cycling track networks in three Norwegian cities, taking into account the benefit of reduced insecurity and the health benefits of the improved fitness the use of non-motorized transport provides. In addition to reductions in health costs, the analyses also took into account that a change from travel by car to cycling or walking means reduced external costs (e.g. air pollution and noise) from motorized traffic and reduced parking costs. The research found that the benefits of investments in cycle networks are estimated to be at least 4–5 times the costs.

It can be concluded that investment in cycle infrastructure generates much greater cost benefit ratios and wider societal benefits than other transport investments, particularly road schemes.

Financial Case: Potential funding sources, estimate of cost

The costs for cycle infrastructure vary significantly between routes, even if same type of infrastructure is implemented, as there is no single design solution. High level estimates are provided here based on the experience from elsewhere in the UK for similar levels of cycle facilities.

a) Sustrans6 provide typical cost of cycle infrastructure based on their experience with construction of National Cycle Network. In 2007 prices, the cost of a cycle track with major junctions was between £350-950m per km. Considering the large scale scheme like the one proposed here it is safe to assume that the costs would be on the upper side of this range which in 2016 prices would mean roughly £1.3m per km. b) Greater Manchester Cycling Design Guidance7 estimate the higher end of cost (i.e. including maximum civil engineering intervention with associate changes to kerb lines drainage, pavements, footways and street lighting) of a one-way cycle track to £0.96-1.3m per km whereas one km of a hybrid cycle track would typically cost £1.5- 1.9m. c) The costs of Cycle Super (CS) Highways in London have varied significantly. As a guide the average cost of the

3 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/487846/cycling-and-walking-investment-strategy.pdf 4 https://allpartycycling.files.wordpress.com/2013/04/get-britain-cycling1.pdf 5 https://www.researchgate.net/publication/222674950_Cost- benefit_analyses_of_walking_and_cycling_track_networks_taking_into_account_insecurity_health_effects_and_external_costs_of_motoriz ed_traffic_Transport_Res_Pol_Pract 6 http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/17%20costs%5B1%5D(1).pdf 7 http://cycling.tfgm.com/pages/pdfs/GM-Cycle-Design-Guide.pdf Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

first round of Cycle Super Highways (CS1) could vary between £600,000 and £1,500,000 per km (in 2012). The newer Cycle Super Highways being built in 2015 and 2016 have incurred higher costs due to a higher level of segregation provided and has varied between £1.5m to £7.5m per km (see Table below). It can be seen that the more segregated routes cost more than less segregated routes, for example CS1 is substantially on quieter, back- street roads whilst the others run along major roads with a greater requirement for segregation but with greater benefits accruing from providing direct and fast cycle links. d) Table 2: Typical Cost of Cycle Superhighways in London Cycle Superhighway (CS) route Cost Length Cost (£m per (% level of physical (£m) (km) km) segregation) CS1 (13%) 17.0 11 1.5 CS2 (upgrade) (75%) 24.7 6.8 3.6 CS5 (95%) 10.5 1.4 7.5 North South (69%) 17.5 2.6 6.7 East West Phase 1 (91%) 41.3 9.5 4.3

e) The cost of a 23km long Leeds-Bradford cycle super highway was £29m which equates to roughly £1.3m per km.

f) The typical cost breakdown according to the experience with the first round of Cycle Superhighways in London is as follows:

Table 3: Typical Cost Breakdown of Cycle Superhighways in London Element % of cost Infrastructure 58 Design 15 Supporting measures 9 Powers & consents 3 Other 15

The typical cost breakdown according to the experience with the latest round of Cycle Superhighways in London is as follows: Table 4: Typical Cost Breakdown of the Newest Cycle Superhighways in London Element % of cost

Implementation 63 Feasibility and design 9 Data collection & monitoring, marketing & public consultation and powers & consent) 1 Inflation 2 Risk 19 Other 6

The cost estimate for the proposed scheme was based on the figures provided by Sustrans as they provide the best reflection of the infrastructure context. They were adjusted by 8% uplift per annum to cover construction inflation and figures rounded to nearest 10,000. The estimated cost of the proposed scheme would be at least £20m.

Table 5: Cost Estimate for Brierley Hill Corridor Schemes Length Cost Estimate ID Scheme (km) Description (£)

3.00 Two-way stepped cycle track and junction improvements 3,850,000

1 A4101 0.60 Service road 30,000 Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

1.20 One-way stepped cycle track and junction improvements 1,540,000

2a A4179 2.50 On-road cycle lane, traffic calming and junction improvements 360,000 Quiet residential via Cresset Lane 2b and Mullet Park 2.80 Quiet residential route with signage 570,000

3 Disused rail 2.50 Converting disused rail line into shared path 470,000

4 Bromley Lane 2.30 Segregated cycle track and junction improvements 750,000

1.60 One-way stepped cycle track and junction improvements 750,000

5 B4180 0.50 On-road cycle lane, traffic calming and junction improvements 80,000

1.10 On-road cycle lane, traffic calming and junction improvements 160,000

6a Standshill Road 1.40 Quiet residential route with signage and traffic calming 520,000

6b Lapwood Avenue 2.90 Quiet residential route with signage and traffic calming 580,000 A4101 to Fens 7 Pool 0.80 Quiet residential route with signage and traffic calming 500,000 Off-road and quiet residential route with signage and upgrades 0.60 of crossings on NCN54 310,000 NCN54 to Brierley 8 Hill 1.10 On-road cycle lane, traffic calming and junction improvements 520,000 Hawbush via Bull 9 Street 1.30 Off-road and quiet residential route with signage 460,000

0.70 Off-road route upgrade 80,000 NCN54 to Merry Segregated track and on-road cycle lane with junction 10 Hill 0.70 improvements 330,000 - Upgrades of 5 crossings 550,000

0.50 New off-road link and bridge 1,680,000 Merry Hill Retail 11 Park 0.80 Segregated cycle track 1,030,000

1.10 On-road cycle lane, traffic calming and junction improvements 520,000 A4100 to Cradley 12 Heath station 0.90 Quiet residential route with signage 500,000

13 Dudley canal 5.10 Resurfacing, new and upgraded access points, lighting 1,020,000 Public transport 14 stations - Cycle parking at Cradley Heath and Dudley bus station 110,000 Total cost estimate £17.3m Total cost estimate (rounded to £5m) £20m

Implementation of the scheme would require both capital and revenue funding, provided by Central Government, Local Government and other sources, including the private sector.

Potential funding sources for the scheme could be:

 Highways England  Local authority transport budget (Integrated Transport Block Funding and Highway Capital Maintenance)  Black Country Local Growth Deal Fund (particularly Managing Short Trips programme)  Developer contributions through section 106 agreements, S278 monies and Community Infrastructure Levy  Tax Increment Financing/Accelerated Development Zones Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

 Challenge funds (LSTF/Access Fund, Cycle Ambition)  European Funding  Green Investment Bank  Supplementary business rates  Exploiting commercial opportunities that arise from the development of transport infrastructure Commercial Case: Commercial viability of a proposal and the procurement strategy that will be used to engage the market. Risks, timescales as well as details of the capability and skills of the team delivering the project and any personnel implications arising from the proposal.

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below.

The commercial case is based on a number of strategic outcomes:

 Deliver the scheme within the available funding  Deliver the scheme to programme  Ensure stakeholders’ acceptance and support  Ensure Best Value is delivered  Ensure that appropriate quality is delivered

The delivery of the outcomes will be achieved by engaging the works contractor at an early-stage in the planning and delivery of the scheme and mobilising appropriate strengths by:

• Using the contractor’s experience and input in reviewing the construction estimates. • Obtaining the contractor’s experience and input to the design and construction programme to ensure the programme is robust and achievable • Using and building upon the partners in-house knowledge and experience from engaging through consultation with all stakeholders, and delivering outcome with the contractors • Engaging the contractor in the final detailed design process to improve buildability and ensure value for money - Being incentivised to achieve ‘a right first time approach’ that is measured by key performance indicators agreed with the contractor.

It is proposed to implement the scheme in various stages but by adopting the “whole route” approach. Each section of the route would be categorised by risk. Early focus will be made on those lengths which are considered “low risk” or “early/easy- wins” offering timely elements of construction for the contractor to progress. This will offer the opportunity for early construction of isolated interim non-continuous sections or segments of the route which do not heavily rely on consultation, or their construction throughout the duration of the contract to assist programme. The essential requirement of ensuring local issues and ambitions are fulfilled will be achieved through an advance partnership design process and public consultations input.

The scheme will draw on the best national and international experience in the development and roll out of proposals, embracing local experience from places like the London, City of York, Leicester and international examples from the Netherlands, Denmark and elsewhere. Management case: The management case assesses whether a proposal is deliverable. It tests the project planning, governance structure, risk management, communications and stakeholder management, benefits realisation and assurance. Evidence of similar projects that have been successful to support the recommended approach

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below as per experience from Cycle Superhighways schemes in London.

The below diagram shows the typical process of delivering Cycle Superhighways schemes in London and it is expected that the proposed scheme will broadly follow a similar process. Typically, this process in London normally took 18 months with 4 Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case months spent on a feasibility study, 8 months on preliminary design and detailed design and 6 months on construction (which of course depended on the length and type of route). It needs to be noted that stages tend to overlap and that it is very much dependent on the scale and complexity of the approved scheme.

Feasibility study Preliminary Detailed Design Construction Operation Design

• Route • Network • Civils design • Construction • Monitoring alignment modelling (3D) • Supporting • Safety Audit • Scoping / • Public • Traffic measures Stage 3 planning consultation management • Handover • Stakeholder • Safety Audit • Safety Audit • Supporting input Stage 1 Stage 2 measures • Set of • Consents / • Build schedule measures orders • Consents / • Civils design orders (2D) • Works • Scheme approval approval

The following diagram shows the process of joint working between different partners typical for delivery of Cycle Superhighways in London and it is expected that the proposed scheme will broadly follow a similar process.

Appendix 10C - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

There were a number of key challenges and risks identified in delivery of Cycle Superhighways which are considered to be also relevant for and might impact the delivery of the scheme:

• Restricted road space • Competing demands and priorities • Approvals processes • Providing consistent routes • Politics • Parking and loading • Major infrastructure barriers • Land and highway ownership • Legislation • Timescales of delivery

Based on the implemented Cycle Super Highways in London lessons were drawn that will inform the management case in later business case development for the proposed routes.

• Benefits of managing schemes as whole routes • Benefits of pairing hard and soft measures • The cost of works which are ‘unseen’ • Importance of good riding surface • Importance of dedicated infrastructure • Importance of political support • Importance of methods of stakeholder engagement • Integrating different schemes and benefits

Appendix 11

High Level Business Cases

11a A449 Stafford Road 11b Wolverhampton - Walsall

Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Corridor Name: Wolverhampton – i54: A449 Stafford Road Corridor Area: The proposed scheme runs along the A449 Stafford Road corridor between Wolverhampton city centre and i54 at M54 J2. It is a 4.5 mile (7km) long corridor with a dual carriageway, 40mph speed limit for most of its length and with the majority of junctions in the form of unsignalised multiple lane roundabouts. The width of the highway space is normally over 23m and the dual carriageway is divided by a central verge of varying widths which, in places is landscaped. There is some provision for cyclists albeit not along the entire corridor consisting of shared use pavements and a handful of staggered toucan crossings with the cycle route often abruptly ending or joining a busy carriageway.

Description of Scheme Proposal:

The primary route would run along the A449 Stafford Road, and provide fully segregated, safe and direct travel for cyclists travelling between Wolverhampton City Centre, and key attractions to the north.

Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 1 - Primary Route

Description – options listed, improvement / new works description

• Option A: It is proposed to build a high quality fully one-way cycle track on both sides of the corridor. Segregated tracks should generally be designed to be one-way, on either side of the road, with cycle traffic running in the same direction as adjacent general traffic lanes. Segregated lanes and tracks involve the use of features such as kerbs or grass verges to create a continuous physical barrier between moving motor vehicles and cyclists on links. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m.

Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

• Option B: Alternatively, it is proposed to build a high quality fully segregated two-way cycle track on one side of the corridor. UK and international practice shows that there are some circumstances in which two-way tracks on one side can be a choice that offers a high level of service. Two-way tracks offer an opportunity at arterial roads such as wide dual carriageways with infrequent crossings. The recommended minimum width for a two-way cycle track with low flow is 2.5m and with medium flow it is 3m.

Both options would offer a high degree of comfort provided they are well constructed, with a smooth, machine-laid asphalt riding surface, and are well maintained. An important element of any option of the scheme would be directional signage to all key destinations along the route.

Most cycle accidents occur at junctions so any option for the proposed scheme would need to involve significant improvements to the crossing facilities by the introduction of priority over side roads, higher number of dedicated signalised crossings for cyclists and innovative crossing facilities such as cycle crossings parallel to the zebra crossings (part of the revised TSRGD in 2016). There are 6 roundabouts in the corridor but roundabouts are rarely comfortable facilities for cyclists to use so it will be essential to understand cyclists’ desire lines and manoeuvres in order to provide appropriate measures for their safety. The roundabout design will need to improve the geometry to sufficiently reduce motor vehicle speeds and maintain the ability for the cyclist to keep moving through the junction with no loss of momentum. Generally speaking, on cycle routes, large roundabouts should be considered for conversion to simpler signalised junctions or more cycle-friendly roundabout types but where roundabouts remain, speed reduction is highly recommended. Thus the roundabout design changes may include:

 Reducing entry, circulatory and exit speeds, e.g. by tightening entry and exit geometry and reducing excessive visibility  Reallocating unused carriageway space, such as reducing number of approach lanes  Giving cyclists clear, unobstructed passage up to, through, and on the exit from the roundabout  Managing traffic and conflicting manoeuvres through the use of signals  Filling in subways  Removing the guardrails  Providing an alternative route or by-pass for cyclists that does not result in additional delay

In the signalised junctions, improvements to cycle safety and comfort, and to the directness and coherence of cycle routes may be achieved through remodelling, removing or introducing signal control at junctions, particularly where signal timings can be changed to reallocate time between road users and generate time saving benefits for cyclists. Managing conflict with turning vehicles, support for cycle right turn, cycle bypass of signals, banning selected motorised vehicle movements should be considered in the detailed design of major junctions. Use of new cycle design elements in the revised TSRGD should be considered such as low level cycle signals, red cycle signal and early start for cyclists. The proposed schemes involve a significant level of change to the existing highway space which is likely to include narrowing of the central reservation islands, realignment of traffic lanes, relocating the street furniture, narrowing of the footway and construction of new cycle tracks, redesign of the crossing facilities and redesign of the roundabouts.

Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Parallel Route The canal and river trust have implemented high quality towpath improvements to stretches of canals across the Black Country, including the Staffordshire and Worcestershire Canal that intertwines with the A449 Stafford Road. This investment here would be built upon by providing quality access points between the A499 and the Canal. Together with primary route a high quality cycle corridor will be implemented for both commuter and leisure trips.

Strategic case: Case for change (existing issues and arrangements), key trip attractors and destinations, strategic fit with existing strategies, programmes and objectives, impact of not changing

Existing issues: There is some provision for cyclists on A449 albeit not along the entire corridor consisting of shared use pavements and a handful of staggered toucan crossings with the cycle route often abruptly ending or joining a busy carriageway. The biggest severance for both pedestrians and cyclists are wide and busy roundabouts which make crossing unsafe and/or very long due to the signalised toucan and pelican crossings designed in several stages, being narrow due to the guardrails, located outside of desire lines and sometimes even located in a subway. Another issue for pedestrians and cyclists is street clutter as a result of badly placed or high density of street furniture causing narrowing of the effective width of the pavement and conflicts between pedestrians and cyclists. The surface is often poor and the maintenance of the route is inadequate with directional signage pointing in wrong direction or paths being overgrown.

The result of these conditions is a fragmented cycle corridor where cyclists need to mix with pedestrians, where vehicles have priority over non-motorised users and where riding feels unsafe, uncomfortable and unappealing compared to other transport modes. Indeed, the traffic counts in this corridor suggest that there were on average only around 120 cyclists per day in 2014, down from around 250 in 2007, compared with 33,000 vehicles per day in the same corridor in 2014. Furthermore, 30% of trips to work from the areas along the corridor (to anywhere in Wolverhampton) are shorter than 5km but only 3% of those are made by bicycle and 60% are made by car.

In Wolverhampton, 69.8% of adults are in excess weight (5% more than in England) with 41.3% being overweight and 28.5% being obese. Similarly, 40.6% of children aged 10-11 are in excess weight (7% more than in England). The prevalence of obesity is particularly high in areas along the A449 corridor such as Bushbury South and Low Hill. These areas are at the same time also among the most deprived areas nationally.

There are big variations along the corridor in terms of unavailability of a car in a household which ranges from only 13% at the northern end in Moseley Green to 68% in Dunstall Hill at the southern end of the corridor. On average, 37% of households in the corridor have no car available.

The principal pollutant affecting the local air quality in Wolverhampton is nitrogen dioxide (NO2), the major source of which pollutant is road traffic; in response the Council declared the whole city an Air Quality Management Area (AQMA) in March Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

2005.

Key trip attractors and Destinations:

According to the 2011 Census more than 14,000 employees work along the entire corridor. One of the key employment destinations is i54 at the northern end of the corridor, a 97 hectare strategic site which is one of the three sites of the Black Country Enterprise Zone with Jaguar Land Rover, Moog, Eurofins and ISP have having located their businesses there. According to the 2011 Census there are 1,200 employees working there with around 300 of them living along the Stafford Road Corridor.

Another key location is Wolverhampton City Centre at the southern end of the corridor where 10,000 employees work and which is also the location of an extensive shopping centre, Wolverhampton Art Gallery and a thriving evening economy, including The Grand Theatre and regionally significant concert venues. More than 1,000 of those employees live along the Stafford Road Corridor. Immediately adjacent is University of Wolverhampton which plays a major role in the Black Country economy. There are roughly 23,000 students and around 2,300 staff.

There are several other smaller employment sites, for example in just north of Five Ways Roundabout at Dunstall Hill (around 1,000 employees) and south of it (around ASDA supermarket) with roughly 500 employees. In the immediate vicinity of the corridor several schools are located, such as Elston Hall Primary School, St Anthony’s Catholic School, Rakegate Primary School, Oxley Primary School, Dunstall Hill Primary School etc.

Within Wolverhampton City Centre is also Wolverhampton train station that provides local and national rail services, and the Midland Metro that runs from Wolverhampton to Birmingham City Centre via West Bromwich, Bilston and Wednesbury.

This information shows that the demand for travel is significant. In total, more than 2,000 employees both live and work along the corridor with a significant number of pupils and students being in education. At the same time, the results of the Active Travel Survey conducted in Wolverhampton in 2015 found that almost 80% of respondents would welcome the opportunity to be more physically active.

Strategic Fit:

The Black Country Core Strategy sets the agenda for the transformation of the Black Country transportation network and identifies the key factors required to enhance the transport infrastructure and assist delivery of the Spatial Objectives for the area, one of them being “Improved walking and cycling provision” which the proposed scheme is consistent with. The proposed scheme will particularly contribute towards the vision of sustainable communities “…with equal access to a mix of affordable and aspirational housing, a range of quality community services and an integrated transport network which reduces the need to travel by car.” The spatial objectives that the scheme would contribute to are “A first-class transport network providing rapid, convenient and sustainable links between the Strategic Centres, existing and new communities, and employment sites” and “Model sustainable communities on redundant employment land in the Regeneration Corridors…that are well served by residential services and green infrastructure, have good walking, cycling and public transport links to retained employment areas and centres, are set in a high quality natural and built environment”.

Particularly, Stafford Road corridor has been identified in the Core Strategy as one of the key regeneration corridors where 1,645 new houses will be built between 2009 and 2026 and 94 ha of new employment land will be secured by 2026. The vision of Core Strategy for Stafford Road is to become “A high quality employment location with a focus on innovation and knowledge based industry and good sustainable transport and education/ training links to existing and new residential communities.” The envisaged transport improvements include improvements to M54 J2 and Vine Island/Wobaston Road and rapid transit on Stafford Road whilst a need was set for creation of links between local communities and employment opportunities. The proposed scheme is fully compliant with the Core Strategy and presents an opportunity to integrate the new developments in the corridor with the scheme implementation.

Stafford Road corridor has been identified as one of the key priorities for growth and investment in the Black Country Local Enterprise Partnership (LEP) Strategic Economic Plan (SEP) where 1,075 new jobs are expected to be created by 2026. It commits to supporting the functioning and development of local growth clusters in the growth corridors (including Stafford Road Regeneration Corridor as set out in the Core Strategy), in particular to better exploit innovation and supply chain opportunities. The aim is to grow GVA in these corridors from £9bn to £19bn and create an additional 40,000 jobs on Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case top of a jobs base of 244,000. The SEP identified “Growing levels of traffic congestion, constraining local movements and access to the motorway network” as one of the most significant barriers to exploiting opportunities in terms of “Enabling businesses in the aerospace, automotive and building technology sectors and their supply chains to grow” and “Further action to improve the Black Country as a place in which to live, work, visit and invest”. The proposed scheme will help reduce congestion by encouraging more people to cycle.

The proposed scheme is aligned with the vision, objectives and policies of the West Midlands Cycle Charter. The vision is to “…realise the full potential of cycling’s contribution to the health and wealth of the West Midlands – creating more sustainable suburbs, towns and cities that are healthier, safer and more desirable places to live, work and learn. Addressing the safety concerns of existing and potential cyclists has been fundamental to increasing cycling everywhere. We want to raise levels of cycling across the West Midlands Metropolitan area to 5% of all trips by 2023. This represents a 400% increase in cycling journeys from the 1% baseline. By 2033, we want to raise cycling to 10% of all trips.” In order to achieve this, it recognises that “We need significant changes in the planning, design and maintenance of the West Midlands transport network if we are to increase cycling levels. This will apply an integrated approach to design that references European best practice. Design will support ease of movement for cyclists (and pedestrians) through enhanced connections that offer advantages over car journeys and helps to link up neighbourhoods.” Developing a physical network will be through delivering “…a high quality cycle network across the West Midlands, recognisable to all, supported by consistent, clear route branding, signage and wayfinding, cycle parking, mapping and online journey planning”.

Being located in the Wolverhampton district the proposed scheme supports the aims and objectives of the Wolverhampton Active Travel Strategy 2015. The target of the strategy is to “Raise the mode share of cycling from the current levels of 2% to at least 7% by 2023 and 10% by 2033 of all journeys” and “Reduced levels of traffic congestion in the morning peak” with a vision to become “A city where active travel modes become the preferred choice, supported by a connected network of high quality and inviting cycle routes and walkways.” The proposed scheme is aligned with the Wolverhampton’s’ approach which is to create inviting, safe and interconnected network of walking and cycling networks across the city with the infrastructure designed to cover ‘whole routes’ ensuring a consistency and quality in design that has active travel at the fore of its plans.

Impact of not changing:

Considering that this corridor is one of the key regeneration corridors set for future employment and housing growth it is expected that in absence of the scheme even more people will continue using the car even for short trips which will worsen the congestion, public health and air quality. This will in turn slow down the progress towards achieving the Core Strategy and SEP objectives and will act as a barrier in exploiting the growth opportunities.

Economic Case: Supporting information on benefits – quantitative /qualitative / supporting best practice

Usual business case analysis tools are not generally well set-up to quantify the benefits of cycling projects. In countries such as Denmark, Holland and Sweden, which are internationally renowned for their progress on cycling, BCR-type appraisals are not typically used to justify investment in cycling. However, it is possible to outline the key benefits of the proposed scheme.

The proposed solution will give safety and comfort benefits to cyclists due to the separation from motor traffic provided and the quality of the cycling surface, allocate dedicated space to cycling, and provide a recommended, fast, short and all-year round route for cyclists between Wolverhampton City Centre and i54. It will also raise awareness of cycling as a serious mode of transport and thereby encourage more people to cycle, which will in turn deliver several benefits as outlined below.

Activities designed to enhance participation in cycling across all social groups will result in wide benefits to health, congestion, the economy, and the environment. According to the DfT’s Setting the First Cycling and Walking Investment Strategy document1, the case for investing in cycling is clear and compelling as it will help tackle congestion and support the economy. Town centres and high streets which support walking and cycling see the benefits through increased economic

1 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/487846/cycling-and-walking-investment-strategy.pdf Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case activity across a range of economic measures such as increased footfall through to higher rental values, whilst employers also benefit from reduced absenteeism and a healthier workforce. This increases their competitiveness and productivity in the global economic marketplace. Places with cycling and walking at their heart will help tackle air pollutions and climate change by reducing road traffic. Finally, increased physical activity not only improves physical and mental health but also delivers long term savings to the NHS and social care.

According to the Get Britain Cycling Report2 the return on cycling investment is maximised when existing cyclists utilise it more frequently and new cyclists are stimulated to commence riding. The typical benefit cost ratios are considerably greater than the threshold of 4:1 which is considered by the Department for Transport as ‘very high’ value for money. A recent Government report on the return on investment of cycling and walking concluded: “All of the studies in the UK and beyond report economic benefits of walking and cycling interventions which are highly significant, and these average 13:1. For UK interventions, the average figure is higher at 19:1.” In addition, in its 2009 review of the costs of transport, the Cabinet Office concluded: “Results suggest that transport policy has the opportunity to contribute to a wide range of objectives. This is supported by emerging evidence on specific schemes, e.g. high benefit cost ratios for cycling interventions.” One of cycling’s most significant attributes is its ability to offer multiple benefits, including easing congestion, improving health, and reducing pressure on infrastructure.

Another study3 outlined a cost-benefit analysis of walking and cycling track networks in three Norwegian cities, taking into account the benefit of reduced insecurity and the health benefits of the improved fitness the use of non-motorized transport provides. In addition to reductions in health costs, the analyses also took into account that a change from travel by car to cycling or walking means reduced external costs (e.g. air pollution and noise) from motorized traffic and reduced parking costs. The research found that the benefits of investments in cycle networks are estimated to be at least 4–5 times the costs.

It can be concluded that investment in cycle and walking infrastructure generates much greater cost: benefit ratios and wider societal benefits than other transport investments. Financial Case: Potential funding sources, estimate of cost

The costs for cycle infrastructure vary significantly between routes, even if same type of infrastructure is implemented, as there is no single design solution. High level estimates are provided here for A449 Stafford Road based on the experience from elsewhere in the UK for similar levels of cycle facilities.

a) Sustrans provide typical cost of cycle infrastructure based on their experience with construction of National Cycle Network. In 2007 prices, the cost of a cycle track with major junctions was between £350-950m per km. Considering the large scale scheme like the one proposed here it is safe to assume that the costs would be on the upper side of this range which in 2016 prices would mean roughly £1.3m per km. b) Greater Manchester Cycling Design Guidance4 estimate the higher end of cost (i.e. including maximum civil engineering intervention with associate changes to kerb lines drainage, pavements, footways and street lighting) of a one-way cycle track to £0.96-1.3m per km whereas one km of a hybrid cycle track would typically cost £1.5- 1.9m. c) The costs of Cycle Super Highways in London have varied significantly. As a guide the average cost of the first round of Cycle Super Highways (CS1) could vary between £600,000 and £1,500,000 per km (in 2012). The new Cycle Super Highways being built in 2015 and 2016 have incurred higher costs due to a higher level of segregation provided and has varied between £1.5m to £7.5m per km. It can be seen that the more segregated routes cost more than less segregated routes, for example CS1 is substantially on quieter, back-street roads whilst the others run along major roads with a greater requirement for segregation but with greater benefits accruing from providing direct and fast cycle links.

Table 1: Typical Cost of Cycle Superhighways in London

2 https://allpartycycling.files.wordpress.com/2013/04/get-britain-cycling1.pdf 3 http://www.cyklodoprava.cz/file/7-3-7-salensminde-walking-and-cycling-track-networks-in-norwegian-cities-cost/ 4 http://cycling.tfgm.com/pages/pdfs/GM-Cycle-Design-Guide.pdf Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Cycle Superhighway (CS) route Cost Length Cost (£m per (% level of physical (£m) (km) km) segregation) CS1 (13%) 17.0 11 1.5 CS2 (upgrade) (75%) 24.7 6.8 3.6 CS5 (95%) 10.5 1.4 7.5 North South (69%) 17.5 2.6 6.7 East West Phase 1 (91%) 41.3 9.5 4.3

d) The cost of a 23km long Leeds-Bradford cycle super highway was £29m which equates to roughly £1.3m per km.

e) The typical cost breakdown according to the experience with the first round of Cycle Superhighways in London is as follows:

Table 2: Typical Cost Breakdown of Cycle Superhighways in London Element % of cost Infrastructure 58 Design 15 Supporting measures 9 Powers & consents 3 Other 15

The typical cost breakdown according to the experience with the latest round of Cycle Superhighways in London is as follows:

Table 3: Typical Cost Breakdown of the Newest Cycle Superhighways in London Element % of cost

Implementation 63 Feasibility and design 9 Data collection & monitoring, marketing & public consultation and powers & consent) 1 Inflation 2 Risk 19 Other 6

Due to the major reconfiguration of the Stafford Road required to provide space for segregated cycle lanes, the upper limits of the London Cycle Superhighway have been used (£7m per km). Therefore, the estimated cost of the 7km long proposed scheme is £49 million.

Implementation of the scheme would require both capital and revenue funding, provided by Central Government, Local Government and other sources, including the private sector.

Potential funding sources for the scheme could be:

 Local authority transport budget (Integrated Transport Block Funding and Highway Capital Maintenance)  Black Country Local Growth Deal Fund (particularly Managing Short Trips programme)  Developer contributions through section 106 agreements, S278 monies and Community Infrastructure Levy  Tax Increment Financing/Accelerated Development Zones  Challenge funds (LSTF/Access Fund, Cycle Ambition)  European Funding Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

 Green Investment Bank  Supplementary business rates  Exploiting commercial opportunities that arise from the development of transport infrastructure Commercial Case: Commercial viability of a proposal and the procurement strategy that will be used to engage the market. Risks, timescales as well as details of the capability and skills of the team delivering the project and any personnel implications arising from the proposal.

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below.

The commercial case is based on a number of strategic outcomes:

 Deliver the scheme within the available funding  Deliver the scheme to programme  Ensure stakeholders’ acceptance and support  Ensure Best Value is delivered  Ensure that appropriate quality is delivered

The delivery of the outcomes will be achieved by engaging the works contractor at an early-stage in the planning and delivery of the scheme and mobilising appropriate strengths by:

• Using the contractor’s experience and input in reviewing the construction estimates. • Obtaining the contractor’s experience and input to the design and construction programme to ensure the programme is robust and achievable • Using and building upon the partners in-house knowledge and experience from engaging through consultation with all stakeholders, and delivering outcome with the contractors • Engaging the contractor in the final detailed design process to improve buildability and ensure value for money - Being incentivised to achieve ‘a right first time approach’ that is measured by key performance indicators agreed with the contractor.

It is proposed to implement the scheme in various stages but by adopting the “whole route” approach. Each section of the route would be categorised by risk. Early focus will be made on those lengths which are considered “low risk” or “early/easy- wins” offering timely elements of construction for the contractor to progress. This will offer the opportunity for early construction of isolated interim non-continuous sections or segments of the route which do not heavily rely on consultation, or their construction throughout the duration of the contract to assist programme. The essential requirement of ensuring local issues and ambitions are fulfilled will be achieved through an advance partnership design process and public consultations input.

The scheme will draw on the best national and international experience in the development and roll out of proposals, embracing local experience from places like the London, City of York, Leicester and international examples from the Netherlands, Denmark and elsewhere. Management case: The management case assesses whether a proposal is deliverable. It tests the project planning, governance structure, risk management, communications and stakeholder management, benefits realisation and assurance. Evidence of similar projects that have been successful to support the recommended approach

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below as per experience from Cycle Superhighways schemes in London.

The below diagram shows the typical process of delivering Cycle Superhighways schemes in London and it is expected that the proposed scheme will broadly follow a similar process. Typically, this process in London normally took 18 months with 4 months spent on a feasibility study, 8 months on preliminary design and detailed design and 6 months on construction (which of course depended on the length and type of route). It needs to be noted that stages tend to overlap and that it is very much dependent on the scale and complexity of the approved scheme. Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Feasibility study Preliminary Detailed Design Construction Operation Design

• Route • Network • Civils design • Construction • Monitoring alignment modelling (3D) • Supporting • Safety Audit • Scoping / • Public • Traffic measures Stage 3 planning consultation management • Handover • Stakeholder • Safety Audit • Safety Audit • Supporting input Stage 1 Stage 2 measures • Set of • Consents / • Build schedule measures orders • Consents / • Civils design orders (2D) • Works • Scheme approval approval

The following diagram shows the process of joint working between different partners typical for delivery of Cycle Superhighways in London and it is expected that the proposed scheme will broadly follow a similar process.

Appendix 11a - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

There were a number of key challenges and risks identified in delivery of Cycle Superhighways which are considered to be also relevant for and might impact the delivery of the A449 Corridor scheme:

• Restricted road space • Competing demands and priorities • Approvals processes • Providing consistent routes • Politics • Parking and loading • Major infrastructure barriers • Land and highway ownership • Legislation • Timescales of delivery

Based on the implemented Cycle Super Highways in London lessons were drawn that will inform the management case in later business case development for the proposed routes.

• Benefits of managing schemes as whole routes • Benefits of pairing hard and soft measures • The cost of works which are ‘unseen’ • Importance of good riding surface • Importance of dedicated infrastructure • Importance of political support • Importance of methods of stakeholder engagement • Integrating different schemes and benefits

Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Corridor Name: Wolverhampton to Walsall Corridor Area:

A primary cycle route is proposed between Wolverhampton City Centre and Walsall Town Centre, making use of key roads such as the A454 Willenhall Road and The Keyway to provide a quick and direct route between the two centres. The route will be approximately 10 kilometres long, and provide access to Willenhall Town Centre and improved access across the M6 Motorway. In addition, a 13km parallel secondary route is proposed that will link to the primary route and make use of canal towpaths, parks and the upgrading of existing cycle infrastructure to provide access to residential areas, schools and Walsall Manor Hospital. Together, the two routes will provide a cycle corridor with quality infrastructure and direct connectivity to a number of key destinations.

Figure 1 – Proposed Routes

Currently there is poor provision for cyclists with no infrastructure located along the primary route, and where it is available it is fragmented.

Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Description of Scheme Proposal: Description – options listed, improvement / new works description

Primary Route It is proposed to build a high quality fully one-way cycle track on both sides of the corridor. Segregated tracks should generally be designed to be one-way, on either side of the road, with cycle traffic running in the same direction as adjacent general traffic lanes. Segregated lanes and tracks involve the use of features such as kerbs or grass verges to create a continuous physical barrier between moving motor vehicles and cyclists on links. The recommended minimum width for a one-way cycle track with low flow (fewer than 200 cyclists in peak hour) is 1.5m and with medium flow (fewer than 800 cyclists in peak hour) it is 2.2m.

Such infrastructure would offer a high degree of comfort provided it is well constructed, with a smooth, machine-laid asphalt riding surface, and are well maintained. An important element of the scheme would be directional signage to all key destinations along the route.

Most cycle accidents occur at junctions so any option for the proposed scheme would need to involve significant improvements to the crossing facilities by the introduction of priority over side roads, higher number of dedicated signalised crossings for cyclists and innovative crossing facilities such as cycle crossings parallel to the zebra crossings (part of the revised TSRGD in 2016). There are a few roundabouts along the corridor but roundabouts are rarely comfortable facilities for cyclists to use so it will be essential to understand cyclists’ desire lines and manoeuvres in order to provide appropriate measures for their safety. The roundabout design will need to improve the geometry to sufficiently reduce motor vehicle speeds and maintain the ability for the cyclist to keep moving through the junction with no loss of momentum. Generally speaking, on cycle routes, large roundabouts should be considered for conversion to simpler signalised junctions or more cycle-friendly roundabout types but where roundabouts remain, speed reduction is highly recommended. Thus the roundabout design changes may include:

 Reducing entry, circulatory and exit speeds, e.g. by tightening entry and exit geometry and reducing excessive visibility  Reallocating unused carriageway space, such as reducing number of approach lanes  Giving cyclists clear, unobstructed passage up to, through, and on the exit from the roundabout  Managing traffic and conflicting manoeuvres through the use of signals  Removing the guardrails  Providing an alternative route or by-pass for cyclists that does not result in additional delay

In the signalised junctions, improvements to cycle safety and comfort, and to the directness and coherence of cycle routes may be achieved through remodelling, removing or introducing signal control at junctions, particularly where signal timings can be changed to reallocate time between road users and generate time saving benefits for cyclists. Managing conflict with turning vehicles, support for cycle right turn, cycle bypass of signals, banning selected motorised vehicle movements should be considered in the detailed design of major junctions. Use of new cycle design elements in the revised TSRGD should be considered such as low level cycle signals, red cycle signal and early start for cyclists.

Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

A particular barrier on this route is Junction 10 of M6 and cycle crossing facilities separated from traffic in space and time without compromising the comfort, safety and directnesss will need to be provided.

The proposed schemes involves a significant level of change to the existing highway space which is likely to include narrowing or realignment of traffic lanes, relocation of street furniture, narrowing of the footway and construction of new cycle tracks, redesign of the crossing facilities and redesign of the roundabouts.

Parallel Route The parallel route will focus on upgrading existing infrastructure, improving signage of routes and linking to the primary route at key access points. The route will be at such a quality that it is continuous, well-lit, wide enough in areas of shared use with pedestrians for both to use the path safely and effectively, absent of unnecessary street clutter, the removal of physical barriers at access points and smooth, durable surfacing. Strategic case: Case for change (existing issues and arrangements), key trip attractors and destinations, strategic fit with existing strategies, programmes and objectives, impact of not changing

Existing issues:

Travel Trends Black Country cycling levels are currently significantly below those of many other metropolitan areas and core cities across the UK. Cycling trips across the Black Country are currently circa 1% of all trips, whilst targets1 are for cycling levels to reach 5% of all trips. In addition, the conurbation road network is highly congested, with the area being ranked the 14th busiest in the UK and 70th across the globe compared with other areas of the same size2. Among the routes named as the most congested in 2015 were a stretch of the M6 southbound between junctions 10a and 8, from Walsall/Wolverhampton to Birmingham, and the A454 junction of Willenhall Road and Neachells Lane in Willenhall.

Traffic counts along the primary route at A454 Willenhall Road suggest that there were on average only around 167 cyclists per day in 2014, down from around 250 in 2006, compared with 18,000 vehicles per day in the same corridor in 2014. Furthermore, 30% of trips to work from the areas along the corridor (to anywhere in Wolverhampton) are shorter than 5km but only 3% of those are made by bicycle and 60% are made by car.

There are significant variations along the corridor in terms of unavailability of a car in a household which ranges from only 13% at the northern end in Moseley Green to 68% in Dunstall Hill at the southern end of the corridor. On average, 37% of households in the corridor have no car available.

Existing Cycling Provision There is some provision for cyclists between Wolverhampton and Walsall albeit not along the proposed primary route. Whilst there is a relatively established route from Willenhall to Walsall via Bentley this is not up to a standard that would encourage widespread cycling and it misses a number of key destinations and attractions. The quickest route from

1 West Midlands Cycle Charter 2 Global Traffic Congestion Report Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Wolverhampton to Walsall is along the A454 Willenhall Road and The Keyway, however there is no current infrastructure across this route.

Figure 2 - Existing Cycle Provision

The result of these conditions is a fragmented cycle corridor where cycling feels unsafe, uncomfortable and unappealing compared to other transport modes.

Health and Environment In Wolverhampton, 69.8% of adults are in excess weight (5% more than in England) with 41.3% being overweight and 28.5% being obese. Similarly, 40.6% of children aged 10-11 are in excess weight (7% more than across England as a whole). Walsall experiences a similar level, with around 68.9% of adults classified as overweight or obese.

The West Midlands suffers from the most extensive exceedance of the EU health based limit value for Nitrogen Dioxide (NO2) in the UK outside of London. Recent research has estimated that road transport emissions account for 630 premature deaths each year in the West Midlands3. Exposure to poor air quality can also trigger and exacerbate asthma, increase the risk of low birth weight and can cause acute and chronic cardiovascular and pulmonary illnesses. The effect of air pollution is expected to reduce life expectancy in the UK by 6 months on average4.

Walsall experiences areas with exceedances of annual mean nitrogen dioxide air quality objectives, principally due to traffic using the M6 motorway corridor and classified roads within the borough. These are shown in the following figure, and the Black Country Route and Wolverhampton Road are roads that would benefit from the proposed cycle corridor.

3 Public Health Impacts of Combustion Emissions in the United Kingdom; Steve H. L. Yim and Steven R. H. Barrett 4 Department for Environment Food & Rural Affairs Policy paper 2010 to 2015 government policy: environmental quality Published 7 May 2015 Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Figure 3 - Areas of Nitrogen Dioxide Exceedance: Walsall 2015

Source: Black Country Air Quality SPD

Measures specific to Walsall to achieve reductions in nitrogen dioxide include the promotion of alternative methods of transport and transport initiatives.

Within the City of Wolverhampton, as with most urban environments (including much of the West Midlands conurbation), the principal source of nitrogen dioxide and particles are vehicle emissions. The map below shows the areas exceeding accepted nitrogen dioxide levels, with the A454 Willenhall Road being one of the routes.

Figure 4 - Areas of Nitrogen Dioxide Exceedance: Wolverhampton 2015

Source: Black Country Air Quality SPD

Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

Key trip attractors and Destinations:

According to the 2011 Census more than 18,000 employees work along the A454 corridor between Walsall and Wolverhampton. The top employment destinations across the corridor are the Walsall Manor Hospital and surrounding area (south of the Wolverhampton Road in Walsall), Walsall town centre, Willenhall town centre and Wolverhampton City Centre. These areas have over 5,000 employees working in each vicinity, however as shown in the map the majority of the corridor is a key employment area. According to the 2011 Census there are over 2,000 employees living within the same areas along the corridor. Figure 5 - Key Attractors

Within Wolverhampton City Centre there is Wolverhampton train station that provides local and national rail services, and the Midland Metro that runs from Wolverhampton to Birmingham City Centre via West Bromwich, Bilston and Wednesbury. Walsall town centre has both a rail station and bus station providing local services across the West Midlands and Staffordshire.

There are also eight schools located adjacent to the parallel routes, which create high numbers of short, local trips that are ideal for cycling.

This information shows that the demand for travel in the area is significant. In total, more than 2,000 employees both live and work along the corridor with a significant number of pupils and students being in education. At the same time, the results of the Active Travel Survey conducted in Wolverhampton in 2015 found that almost 80% of respondents would welcome the opportunity to be more physically active.

Strategic Fit:

The Black Country Core Strategy sets the agenda for the transformation of the Black Country transportation network and identifies the key factors required to enhance the transport infrastructure and assist delivery of the Spatial Objectives for the area, one of them being “Improved walking and cycling provision” which the proposed scheme is consistent with. The proposed scheme will particularly contribute towards the vision of sustainable communities “…with equal access to a mix of affordable and aspirational housing, a range of quality community services and an integrated transport network which reduces the need to travel by car.” The spatial objectives that the scheme would contribute to are “A first-class transport network providing rapid, convenient and sustainable links between the Strategic Centres, existing and new communities, and employment sites” and “Model sustainable communities on redundant employment land in the Regeneration Corridors…that are well served by residential services and green infrastructure, have good walking, cycling and public transport links to retained employment areas and centres, are set in a high quality natural and built environment”. Particularly, areas around the Willenhall Road corridor have been identified in the Core Strategy as one of the key regeneration corridors as is shown in the Key Attractors map above.

The proposed scheme is aligned with the vision, objectives and policies of the West Midlands Cycle Charter. The vision is to “…realise the full potential of cycling’s contribution to the health and wealth of the West Midlands – creating more sustainable suburbs, towns and cities that are healthier, safer and more desirable places to live, work and learn. Addressing the safety concerns of existing and potential cyclists has been fundamental to increasing cycling everywhere. We want to raise levels of cycling across the West Midlands Metropolitan area to 5% of all trips by 2023. This represents a 400% increase in cycling journeys from the 1% baseline. By 2033, we want to raise cycling to 10% of all trips.” In order to achieve this, it recognises that “We need significant changes in the planning, design and maintenance of the West Midlands transport network if we are to increase cycling levels. This will apply an integrated approach to design that references Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

European best practice. Design will support ease of movement for cyclists (and pedestrians) through enhanced connections that offer advantages over car journeys and helps to link up neighbourhoods.” Developing a physical network will be through delivering “…a high quality cycle network across the West Midlands, recognisable to all, supported by consistent, clear route branding, signage and wayfinding, cycle parking, mapping and online journey planning”.

Wolverhampton A key objective of the Wolverhampton City Centre Area Action Plan is to transform and protect the environment through improving connectivity, accessibility and the public realm. Policy CC6 aims to provide an effective, efficient transport network making the city centre accessible to all, thus encouraging investment and regeneration.

Being partly located in the Wolverhampton district the proposed scheme supports the aims and objectives of the Wolverhampton Active Travel Strategy 2015. The target of the strategy is to “Raise the mode share of cycling from the current levels of 2% to at least 7% by 2023 and 10% by 2033 of all journeys” and “Reduced levels of traffic congestion in the morning peak” with a vision to become “A city where active travel modes become the preferred choice, supported by a connected network of high quality and inviting cycle routes and walkways.” The proposed scheme is aligned with the Wolverhampton’s’ approach which is to create inviting, safe and interconnected network of walking and cycling networks across the city with the infrastructure designed to cover ‘whole routes’ ensuring a consistency and quality in design that has active travel at the fore of its plans.

Walsall Town Centre Area Action Plan (Publication Draft Plan) is a long term plan that sets out policies and proposals for aspects of the town centre, including transportation and the environment. Objective 7 is to “Improve accessibility to and within the centre for all sectors of the community, through the provision of integrated transport and enhanced cycling and pedestrian links.” Policy AAPT2 stresses out that Cycling Places need to be well connected with attractive, convenient, direct and safe routes available to make cycling a reasonable and realistic option.

Related Schemes:

There are two major highway schemes planned along the proposed cycle corridor;  A454 Willenhall Road Multi-modal Corridor Scheme  M6 Junction 10 Improvements

Both schemes provide improved cycling infrastructure. The A454 Multi Modal scheme provides segregated step track cycle lanes along Willenhall Road from Bilston Street Island on the edge of Wolverhampton City Centre to the Willenhall/Neachells lane junction approximately 2.70km to the east. Junctions across this stretch of corridor will be improved for cyclists, and they will be given priority over side roads to provide direct and safe cycle routes.

The M6 Junction 10 improvements will address congestion and safety around the junction and replace the two bridges beneath the junction. It will also improve conditions for cyclists, pedestrians and other non-motorised users, and address the major barrier across the M6 motorway.

Impact of not changing:

If the full cycle corridor is not implemented, the full benefits of the A454 Willenhall Road cycle improvements, and the M6 Junction 10 improvements for cyclists will not be realised, as there will still be fragmented and poor infrastructure between the two schemes. For significant cycling uptake, a holistic whole route approach is required where users will have direct and safe infrastructure.

In addition, considering that this corridor is one of the key regeneration corridors set for future employment and housing growth it is expected that in the absence of the scheme even more people will continue using the car even for short trips which will worsen the congestion, public health and air quality. This will in turn slow down the progress towards achieving the Core Strategy and objectives and will act as a barrier in exploiting the growth opportunities.

Economic Case: Supporting information on benefits – quantitative /qualitative / supporting best practice

Usual business case analysis tools are not generally well set-up to quantify the benefits of cycling projects. In countries such as Denmark, Holland and Sweden, which are internationally renowned for their progress on cycling, BCR-type Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case appraisals are not typically used to justify investment in cycling. However, it is possible to outline the key benefits of the proposed scheme.

The proposed solution will give safety and comfort benefits to cyclists due to the separation from motor traffic provided and the quality of the cycling surface, allocate dedicated space to cycling, and provide a recommended, fast, short and all-year round route for cyclists between Wolverhampton and Walsall. It will also raise awareness of cycling as a serious mode of transport and thereby encourage more people to cycle, which will in turn deliver several benefits as outlined below.

Activities designed to enhance participation in cycling across all social groups will result in wide benefits to health, congestion, the economy, and the environment. According to the DfT’s Setting the First Cycling and Walking Investment Strategy5 document, the case for investing in cycling is clear and compelling as it will help tackle congestion and support the economy. Town centres and high streets which support walking and cycling see the benefits through increased economic activity across a range of economic measures such as increased footfall through to higher rental values, whilst employers also benefit from reduced absenteeism and a healthier workforce. This increases their competitiveness and productivity in the global economic marketplace. Places with cycling and walking at their heart will help tackle air pollutions and climate change by reducing road traffic. Finally, increased physical activity not only improves physical and mental health but also delivers long term savings to the NHS and social care.

According to the Get Britain Cycling Report6 the return on cycling investment is maximised when existing cyclists utilise it more frequently and new cyclists are stimulated to commence riding. The typical benefit cost ratios are considerably greater than the threshold of 4:1 which is considered by the Department for Transport as ‘very high’ value for money. A recent Government report on the return on investment of cycling and walking concluded: “All of the studies in the UK and beyond report economic benefits of walking and cycling interventions which are highly significant, and these average 13:1. For UK interventions, the average figure is higher at 19:1.” In addition, in its 2009 review of the costs of transport, the Cabinet Office concluded: “Results suggest that transport policy has the opportunity to contribute to a wide range of objectives. This is supported by emerging evidence on specific schemes, e.g. high benefit cost ratios for cycling interventions.” One of cycling’s most significant attributes is its ability to offer multiple benefits, including easing congestion, improving health, and reducing pressure on infrastructure.

Another study7 outlined a cost-benefit analysis of walking and cycling track networks in three Norwegian cities, taking into account the benefit of reduced insecurity and the health benefits of the improved fitness the use of non-motorized transport provides. In addition to reductions in health costs, the analyses also took into account that a change from travel by car to cycling or walking means reduced external costs (e.g. air pollution and noise) from motorized traffic and reduced parking costs. The research found that the benefits of investments in cycle networks are estimated to be at least 4–5 times the costs.

It can be concluded that investment in cycle and walking infrastructure generates much greater cost: benefit ratios and wider societal benefits than other transport investments. Financial Case: Potential funding sources, estimate of cost

The costs for cycle infrastructure vary significantly between routes, even if the same type of infrastructure is implemented, as there is no single design solution. High level estimates are provided here for Wolverhampton to Walsall corridor based on the experience from elsewhere in the UK for similar levels of cycle facilities.

a) Sustrans8 provide typical cost of cycle infrastructure based on their experience with construction of National Cycle Network. In 2007 prices, the cost of a cycle track with major junctions was between £350-950m per km. Considering the large scale scheme like the one proposed here it is safe to assume that the costs would be on the

5 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/487846/cycling-and-walking-investment-strategy.pdf 6 https://allpartycycling.files.wordpress.com/2013/04/get-britain-cycling1.pdf 7 http://www.cyklodoprava.cz/file/7-3-7-salensminde-walking-and-cycling-track-networks-in-norwegian-cities-cost/ 8 http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/17%20costs%5B1%5D(1).pdf Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

upper side of this range which in 2016 prices would mean roughly £1.3m per km. b) Greater Manchester Cycling Design Guidance9 estimate the higher end of cost (i.e. including maximum civil engineering intervention with associate changes to kerb lines drainage, pavements, footways and street lighting) of a one-way cycle track to £0.96-1.3m per km whereas one km of a hybrid cycle track would typically cost £1.5- 1.9m. c) The costs of Cycle Super Highways in London have varied significantly. As a guide the average cost of the first round of Cycle Super Highways (CS1) could vary between £600,000 and £1,500,000 per km (in 2012). The new Cycle Super Highways being built in 2015 and 2016 have incurred higher costs due to a higher level of segregation provided and has varied between £1.5m to £7.5m per km. It can be seen that the more segregated routes cost more than less segregated routes, for example CS1 is substantially on quieter, back-street roads whilst the others run along major roads with a greater requirement for segregation but with greater benefits accruing from providing direct and fast cycle links.

Table 1: Typical Cost of Cycle Superhighways in London Cycle Superhighway (CS) route Cost Length Cost (£m per (% level of physical (£m) (km) km) segregation) CS1 (13%) 17.0 11 1.5 CS2 (upgrade) (75%) 24.7 6.8 3.6 CS5 (95%) 10.5 1.4 7.5 North South (69%) 17.5 2.6 6.7 East West Phase 1 (91%) 41.3 9.5 4.3

d) The cost of a 23km long Leeds-Bradford cycle super highway was £29m which equates to roughly £1.3m per km.

e) The typical cost breakdown according to the experience with the first round of Cycle Superhighways in London is as follows:

Table 2: Typical Cost Breakdown of Cycle Superhighways in London Element % of cost Infrastructure 58 Design 15 Supporting measures 9 Powers & consents 3 Other 15

The typical cost breakdown according to the experience with the latest round of Cycle Superhighways in London is as follows:

Table 3: Typical Cost Breakdown of the Newest Cycle Superhighways in London Element % of cost

Implementation 63 Feasibility and design 9 Data collection & monitoring, marketing & public consultation and powers & consent) 1 Inflation 2 Risk 19 Other 6

9 http://cycling.tfgm.com/pages/pdfs/GM-Cycle-Design-Guide.pdf Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

f) Birmingham Cycle Revolution Estimated Costs for canal towpath improvements are approximately £0.22million per kilometre.

The estimate cost of the proposed scheme based on experience elsewhere is £62million. This is broken down in Table 4 by the type of infrastructure proposed to be implemented. Due to the major reconfiguration of the Willenhall Road necessary to provide space for segregated cycle lanes, the upper limits of the London Cycle Superhighway have been used for the major on-road highway costs.

Table 4: Cost Estimate for Wolverhampton to Walsall Corridor Schemes Cost (£m) Total Cost Infrastructure Type Total Length per Length (km) £ Towpath on Canal/Disused 6.727km 0.22 1,480,000 Rail line Open space/Parks 2.091km 0.22 460,000 Off-Road 6.414km 1.3 8,350,000 On-road (major road) 7km 7 49,000,000 On-road (minor road) 2.18km 1.3 2,830,000 Total 24km 62,112,000

Implementation of the scheme would require both capital and revenue funding, provided by Central Government, Local Government and other sources, including the private sector.

Potential funding sources for the scheme could be:

 Highways England (particularly M6 J10 improvements)  Local authority transport budget (Integrated Transport Block Funding and Highway Capital Maintenance)  Black Country Local Growth Deal Fund (particularly Managing Short Trips programme)  Developer contributions through section 106 agreements, S278 monies and Community Infrastructure Levy  Tax Increment Financing/Accelerated Development Zones  Challenge funds (LSTF/Access Fund, Cycle Ambition)  European Funding  Green Investment Bank  Supplementary business rates  Exploiting commercial opportunities that arise from the development of transport infrastructure Commercial Case: Commercial viability of a proposal and the procurement strategy that will be used to engage the market. Risks, timescales as well as details of the capability and skills of the team delivering the project and any personnel implications arising from the proposal.

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below.

The commercial case is based on a number of strategic outcomes:

 Deliver the scheme within the available funding  Deliver the scheme to programme  Ensure stakeholders’ acceptance and support  Ensure Best Value is delivered  Ensure that appropriate quality is delivered

The delivery of the outcomes will be achieved by engaging the works contractor at an early-stage in the planning and delivery of the scheme and mobilising appropriate strengths by: Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

• Using the contractor’s experience and input in reviewing the construction estimates. • Obtaining the contractor’s experience and input to the design and construction programme to ensure the programme is robust and achievable • Using and building upon the partners in-house knowledge and experience from engaging through consultation with all stakeholders, and delivering outcome with the contractors • Engaging the contractor in the final detailed design process to improve buildability and ensure value for money - Being incentivised to achieve ‘a right first time approach’ that is measured by key performance indicators agreed with the contractor.

It is proposed to implement the scheme in various stages but by adopting the “whole route” approach. Each section of the route would be categorised by risk. Early focus will be made on those lengths which are considered “low risk” or “early/easy- wins” offering timely elements of construction for the contractor to progress. This will offer the opportunity for early construction of isolated interim non-continuous sections or segments of the route which do not heavily rely on consultation, or their construction throughout the duration of the contract to assist programme. The essential requirement of ensuring local issues and ambitions are fulfilled will be achieved through an advance partnership design process and public consultations input.

The scheme will draw on the best national and international experience in the development and roll out of proposals, embracing local experience from places like the London, City of York, Leicester and international examples from the Netherlands, Denmark and elsewhere. Management case: The management case assesses whether a proposal is deliverable. It tests the project planning, governance structure, risk management, communications and stakeholder management, benefits realisation and assurance. Evidence of similar projects that have been successful to support the recommended approach

Detailed commercial case will be specified in the Strategic Outline Case but general principles are set out below as per experience from Cycle Superhighways schemes in London.

The below diagram shows the typical process of delivering Cycle Superhighways schemes in London and it is expected that the proposed scheme will broadly follow a similar process. Typically, this process in London normally took 18 months with 4 months spent on a feasibility study, 8 months on preliminary design and detailed design and 6 months on construction (which of course depended on the length and type of route). It needs to be noted that stages tend to overlap and that it is very much dependent on the scale and complexity of the approved scheme.

Feasibility study Preliminary Detailed Design Construction Operation Design

• Route • Network • Civils design • Construction • Monitoring alignment modelling (3D) • Supporting • Safety Audit • Scoping / • Public • Traffic measures Stage 3 planning consultation management • Handover • Stakeholder • Safety Audit • Safety Audit • Supporting input Stage 1 Stage 2 measures • Set of • Consents / • Build schedule measures orders • Consents / • Civils design orders (2D) • Works • Scheme approval approval

The following diagram shows the process of joint working between different partners typical for delivery of Cycle Superhighways in London and it is expected that the proposed scheme will broadly follow a similar process.

Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

There were a number of key challenges and risks identified in delivery of Cycle Superhighways which are considered to be also relevant for and might impact the delivery of the scheme:

• Restricted road space • Competing demands and priorities • Approvals processes • Providing consistent routes • Politics • Parking and loading • Major infrastructure barriers • Land and highway ownership • Legislation • Timescales of delivery

Based on the implemented Cycle Super Highways in London lessons were drawn that will inform the management case in later business case development for the proposed routes.

• Benefits of managing schemes as whole routes • Benefits of pairing hard and soft measures • The cost of works which are ‘unseen’ Appendix 11b - Cycling Priority Capital Intervention Corridors: Strategic Outline Business Case

• Importance of good riding surface • Importance of dedicated infrastructure • Importance of political support • Importance of methods of stakeholder engagement • Integrating different schemes and benefits