LOCAL TRANSPORT PLAN 2006

APPENDICES Contents

Introduction 7

1 Consultation 1

2 Walking Strategy 21

3 Cycling Strategy 29

4 Buses 37

5 Coach Strategy 43

6 Car Strategy 47

7 Red Route Network 55

8 Light Rail Strategy 63

9 Passenger Rail Strategy 71

10 Airport Surface Access 81

11 Freight Strategy 89

12 Taxis and Private Hire Vehicles 95

13 Waterways 99

14 Powered Two Wheeler (P2W) Strategy 103

15 Integration 105

16 Parking Strategy 111

17 Air Quality, Noise and Climate Change 119

18 Road Safety Strategy 127

19 Safer Routes to School Strategy 141

20 Community Safety and Safer Travel in the West Midlands 145

21 Smarter Choices 149

22 Disability Issues 159

LTP 2006 - Appendices Contents

23 Social Inclusion Strategy 167

24 Community Strategy 173

25 Health 177

26 Highway Maintenance Strategy 183

27 Street Lighting 191

28 Bridge Maintenance 193

29 Primary Route Network 229

30 Travel Information Strategy 239

31 Rural Issues 243

LTP 2006 - Appendices Contents

Figures Figure 1.1 - Public Response 2004: Agreement or Disagreement with Statements 2 Figure 1.2 - Respondents top three priorities (2004) 4 Figure 1.3 - Focus Groups: Agreement or Disagreement with Statements 5 Figure 1.4 - Public Response 2005: Agreement or Disagreement with Statements 6 Figure 1.5 - Respondents top four priorities (2005) 9 Figure 1.6 - We should spend more on building roads 10 Figure 1.7 - We should spend more on highway maintenance 11 Figure 1.8 - We should introduce more Park & Ride facilities 11 Figure 1.9 - We should do more to encourage safer motoring 12 Figure 1.10 - We should introduce more 'Red Routes' 12 Figure 1.11 - We should spend more promoting Green Travel choices 13 Figure 1.12 - We should work towards better rail services 13 Figure 1.13 - We should extend the Midland Metro network 14 Figure 1.14 - We should extend the Bus Showcase network 14 Figure 1.15 - We should give greater priority to cycling 15 Figure 1.16 - We should give greater priority to walking 15 Figure 1.17 - We should do more to tackle traffic congestion 16 Figure 1.18 - We should investigate all options for tackling congestion 16 Figure 1.19 - Age and Gender of respondents 17 Figure 1.20 - Home location of respondents 17 Figure 1.21 - Ethnicity of respondents 18 Figure 1.22 - Employment Status of respondents 18 Figure 1.23 - Respondents who are registered as a disabled person 19 Figure 1.24 - Respondents who have a car or van 19 Figure 3.1 - All Cycle Casualties Per Year in the West Midlands 31 Figure 7.1 - Red Routes - Package 1 61 Figure 7.2 - Red Routes - Future Routes 62 Figure 8.1 - to Extension 64 Figure 8.2 - City Centre Extension 65 Figure 8.3 - Currently envisaged Network 66 Figure 17.1 - Air Quality Management Areas 121 Figure 22.1 - Household Car Access for the Disabled and General Public: 2001/02 159 Figure 23.1 - Perceived barriers to employment in 169 Figure 29.1 - Highway Network 230 Figure 29.2 - West Midlands Traffic Speeds by Link - 2002 AM Peak 237 Figure 29.3 - West Midlands Traffic Speeds by Link - 2004 AM Peak 238

LTP 2006 - Appendices Contents

Tables Table 1.1 - The percentage of respondents choosing one of the statements as their first priority 3 (2004) Table 1.2 - The percentage of respondents choosing one of the statements as their second priority 3 (2004) Table 1.3 - The percentage of respondents choosing one of the statements as their third priority 3 (2004) Table 1.4 - The percentage of respondents choosing one of the statements as their first priorty 7 (2005) Table 1.5 - The percentage of respondents choosing one of the statements as their second priorty 7 (2005) Table 1.6 - The percentage of respondents choosing one of the statements as their third priorty 8 (2005) Table 1.7 - The percentage of respondents choosing one of the statements as their fourth priorty 8 (2005) Table 2.1 - % of Trips to Work by Mode 21 Table 2.2 - % of Walk Trips to Work by Metropolitan Area 21 Table 4.1 - Percentage of households (car & vans) - Source: Census 1999, 2001 - Office for National 41 Statistics Table 6.1 - Main Mode of Transport to Work 48 Table 6.2 - Household Car Ownership West Midlands County, 2001 (Source: Census 2001) 49 Table 6.3 - Car Ownership 50 Table 9.1 - Weekly Rail Journeys in the West Midlands RUS Area, 2002/03 74 Table 9.2 - Busiest Stations in the West Midlands RUS Area, 2003/04 75 Table 10.1 - Relationship between Measures and the Objectives 86 Table 11.1 - West Midlands Freight Quality Partnership Action Plan 92 Table 16.1 - Relationship between Parking and the Objectives 111 Table 16.2 - Perceptions of On-street Parking where you live 114 Table 18.1 - Casualty Numbers in the West Midlands 127 Table 18.2 - Child Casualties (aged 0 to15) 128 Table 18.3 - Total Casualty Numbers for 2004 (broken down by Casualty Class) 128 Table 18.4 - West Midlands Road Casualty Reduction Targets for 2010 137 Table 18.5 - Road Safety Education, Training and Publicity Actions , and Targets up to 2010/11 138 Table 23.1 - Top Ten most Deprived Wards in the West Midlands 167 Table 24.1 - Interaction between Community Strategies and the Local Transport Plan 175 Table 25.1 - Benefits and Disbenefits of Transport to Health 179 Table 26.1 - Best Value (BV) Performance Indicator Results 185 Table 26.2 - Traditional Intervention Intervals 187 Table 26.3 - Levels of Public Dissatisfaction 188 Table 28.1 - Birmingham City Council - LTP 2005 - Highway Structures - Status at 01/08/2005 200 Table 28.2 - City Council - LTP Programme for 2004/06 - Highway Structures 204 Table 28.3 - Metropolitan Borough Council - LTP Programme for 2005/06 - Highway 207 Structures Table 28.4 - Metropolitan Borough Council - LTP Programme for 2004/06 - Highway 212 Structures Table 28.5 - Metropolitan Borough Council - LTP Programme for 2005/06 - Highway 217

LTP 2006 - Appendices Contents

Structures Table 28.6 - Metropolitan Borough Council - LTP Programme for 2004/06 - Highway 222 Structures Table 28.7 - City Council - LTP Programme for 2006/07 - Highway Structures 226

LTP 2006 - Appendices Contents

LTP 2006 - Appendices Introduction

Introduction

The main document of this LTP2 provides an overview of the key elements that come together to form an integrated strategy and programme for the next seven years.

These Appendices supplement the main document by considering the different elements in more detail. This means that inevitably there is some overlap due to the interlinked nature of many elements and delivery programmes.

In preparing these Appendices, we have sought not only to set out our approach, but also to give practical examples of how we are delivering projects on the ground to make a real difference.

The Appendices, together with the main document and the Bus Strategy, illustrate how the Plan meets the quality assessment criteria for LTPs, set out in Government guidance.

LTP 2006 - Appendices Introduction

LTP 2006 - Appendices Consultation

Appendix 1 Consultation 1.5 Individual Authorities supplemented the above with their own consultations with groups such as Role of Consultation Local Strategic Partnerships and Young People’s Parliaments. 1.1 Consultation with the public and stakeholders 1.6 The outcomes from these processes were and an ongoing dialogue with local partners is an considered in the context of the comprehensive essential process in the development of a consultation programme carried out as part of the successful Local Transport Plan (LTP). It is WMAMMS. important because the LTP must, as best possible, reflect the views of everyone who lives and/or 1.7 An Appendix to the 2003 LTP gives detailed travels in the Metropolitan Area. This is a two-way information about that consultation process. process;- enabling those who develop and approve the LTP to keep in touch with the locally important Consultation on Specific Proposals transport issues; and helping everyone understand what can be achieved. 1.8 As part of the development of LTP schemes, the Authorities carry out local consultation on the 1.2 Involving local partners, stakeholders and the detailed matters. For this reason, and because the public has been achieved in different ways. These LTP cannot identify all schemes within its five year range from face-to-face meetings with local partners programme, LTP consultation focuses on strategic discussing matters of detail, often relating to issues. However, development or re-affirmation of delivery of schemes, to widespread public the objectives, strategy and overall programme can consultation on the overall direction of the LTP. be usefully influenced by detailed comments that This Appendix concentrates on the latter. naturally arise during site specific consultations.

Building on Previous Consultation Consultation on the Way Forward (2004)

1.3 This LTP2 comes just three years after 1.9 The principal way of securing public comment submission of the 2003 LTP. The 2003 LTP was on the way forward during preparation of the 2005 prepared in response to the West Midlands Area LTP2 was to repeat the newspaper supplement Multi-Modal Study (WMAMMS) report that had method, firstly in the 2004 as part of the recommended more transport investment and an development of the Provisional LTP2 and then in accelerated implementation timescale. WMAMMS 2005 just prior to the formal approval process of itself had involved extensive stakeholder and public the Final LTP2. consultation. The launch of the 2003 LTP consultation process included a ‘webcast’ on a new 1.10 In addition to general public consultation, West Midlands LTP website, as well as the more there has been consultation as part of the Strategic traditional methods of press releases. Environmental Assessment (SEA) of the LTP2 and engagement with the local business community. 1.4 An exhibition bus visited several locations in the Metropolitan Area, three seminars were held 1.11 Statutory consultees together with Local and a newspaper supplement distributed. Strategic Partnerships and a number of local Afterwards, focus groups were organised; these environmental stakeholders have been consulted were aimed specifically at ensuring the inclusion of on the proposed SEA (its scoping stage). people who had been under-represented in the responses to the other public consultation methods. 1.12 There has been an on-going dialogue with the business community. This has included a Black The West Midlands LTP website Country workshop and discussions and presentations to the West Midlands Business www.westmidlandsltp.gov.uk Transport Group which represents a wide range of the business community. gives information on the current LTP and other related matters, including a link to the 1.13 To reach the public, in July and September Help2Travel (MATTISSE) travel information 2004 a newspaper supplement was distributed to web-site households across the Metropolitan Area in eight commercial free newspapers and one Council newssheet. The combined circulation of these

LTP 2006 - Appendices 1 Consultation

totals 883,395 although there was a small degree 1.17 The questionnaire asked people to comment of double distribution with at least one commercial on the following eleven statements. We should: newspaper’s distribution area overlapping with the Council newssheet. 1. spend more on building roads 2. spend more on highway maintenance 1.14 The consultation supplement was distributed 3. introduce more Park & Ride facilities in: 4. have more encouragement of safer motoring 5. introduce more ‘Red Routes’ The Birmingham Voice 6. spend more promoting Green Travel choices The Coventry Citizen 7. work towards better rail services The Great Barr & Erdington Chronicle 8. extend the Midland Metro tram network The Chronicle 9. extend the Bus Showcase network The Sandwell Chronicle 10. give greater priority to cycling The Solihull News 11. give greater priority to walking The Chronicle The Walsall Chronicle 1.18 Respondents were asked to tick one of the The Wolverhampton Chronicle following for each of these eleven statements:

1.15 Copies of the consultation supplement were Strongly agree also made available in local libraries and Council Agree reception areas across the whole Metropolitan Area. Don’t know Disagree 1.16 In total, 3,327 completed questionnaires were returned to the freepost address. This sample Strongly disagree provides responses with a margin of error of +/- 1.19 The aggregated results are set out in Figure 1.69% at the 95% confidence level. 1.1 ‘Public Response 2004: Agreement or Disagreement with Statements’ (the number below each bar accords with the number allocated to each statement in paragraph 1.17).

Figure 1.1 Public Response 2004: Agreement or Disagreement with Statements

2 LTP 2006 - Appendices Consultation

1.20 The preceding figure shows that the statement Table 1.2 The percentage of respondents with the highest proportion of people who agreed choosing one of the statements as their second or strongly agreed is to work towards better rail priority (2004) services (93%). This is closely followed by giving greater priority to walking (90%) and Second Priority % encouragement of safer motoring (88%). We should: 1.21 The statement with the least support is building more roads, despite this statement being (7) work towards better rail services 17 placed first in the list on the questionnaire. Just (2) spend more on highway maintenance 11 31% of respondents agreed or strongly agreed with this statement and 60% disagreed or strongly (9) extend the Bus Showcase network 11 disagreed. (8) extend the Midland Metro tram network 11 1.22 The second part of the questionnaire asked respondents to list their priorities by identifying their (11) give greater priority to walking 9 chosen top three of the eleven statements. The (10) give greater priority to cycling 8 following three tables show the results. (4) encourage safer motoring 8 Table 1.1 The percentage of respondents choosing one of the statements as their first (3) introduce more Park & Ride 7 priority (2004) (6) promote Green Travel choices 6 First Priority % (5) introduce more ‘Red Routes’ 4 We should: (1) spend more on building roads 3 (7) work towards better rail services 16 Table 1.3 The percentage of respondents (2) spend more on highway maintenance 15 choosing one of the statements as their third priority (2004) (9) extend the Bus Showcase network 12

(8) extend the Midland Metro tram network 9 Third Priority %

(11) give greater priority to walking 8 We should:

(10) give greater priority to cycling 8 (11) give greater priority to walking 14

(6) promote Green Travel choices 8 (7) work towards better rail services 13

(1) spend more on building roads 6 (9) extend the Bus Showcase network 12

(4) encourage safer motoring 6 (8) extend the Midland Metro tram network 11

(3) introduce more Park & Ride 5 (3) introduce more Park & Ride 8

(5) introduce more ‘Red Routes’ 3 (10) give greater priority to cycling 8 (6) promote Green Travel choices 8

(2) spend more on highway maintenance 7

(4) encourage safer motoring 7

(5) introduce more ‘Red Routes’ 4

(1) spend more on building roads 3

LTP 2006 - Appendices 3 Consultation

1.23 Figure 1.2 ‘Respondents top three priorities ranking any statement as one of their top three (2004)’ shows the percentages of respondents priorities.

Figure 1.2 Respondents top three priorities (2004)

1.28 Ten Focus Groups were recruited in locations 1.24 Finally, respondents were asked to give across the Metropolitan Area. Each participant was personal information to help verify that the overall recruited according to specific criteria relating to responses were broadly representative of the age, gender, ethnicity and employment status. In population of the Metropolitan Area as a whole. particular, two groups were targeted at young people (aged 14 - 17 years) since young people’s 1.25 An analysis of the personal information views can easily be overlooked. showed that the sample was biased towards white, retired persons. In comparison with 2001 census 1.29 The Focus Group discussions took place data for the Metropolitan Area, there was a low during late January / early February. They were representation of: conducted by specialist consultants and three sessions were attended by anonymous Younger people (under age 25) non-participating local authority officers. Ethnic minority groups Employed persons 1.30 After a structured discussion about personal Unemployed / Homemakers experiences of travel and transport issues, each Focus Group member was asked to complete a 1.26 Respondents were asked to give a postcode. facsimile of the newspaper questionnaire. Those responses with a postcode were allocated, as best possible, to one of the seven Authority 1.31 There was little difference between the various areas. Figures showing the outcomes, by Authority Focus Groups. However, the levels of agreement area, for the 2004 and 2005 consultations are set with the eleven statements differs from the results out towards the end of this Appendix (2004 and of the newspaper-based consultation, both in the 2005 Consultation Detailed Outcomes). levels of agreement and their prioritisation. However, being a very much smaller number of Focus Groups total respondents, the Focus Group findings have a margin of error of +/- 11%. 1.27 The second stage of the 2004 consultation, the holding of Focus Group discussions, was 1.32 The results are set out in Figure 1.3 (the weighted towards ensuring that the views of the number below each bar accords with the number under-represented groups were collected. allocated to each statement in paragraph 1.17).

4 LTP 2006 - Appendices Consultation

Figure 1.3 Focus Groups: Agreement or Disagreement with Statements

Consultation on the Provisional (2005) 1.33 The preceding figure shows that the statement LTP2 with the highest proportion of people who agreed or strongly agreed is encouragement of safer 1.37 Although dialogue with some stakeholders is motoring (96%). This is followed by giving greater a continuous process, the Provisional LTP2 has priority to walking (85%) and working towards better provided the basis for a formal re-consultation with rail services (84%). the public and stakeholders through a leaflet containing a questionnaire with a freepost return 1.34 The statement with the least support is address, similar to the questionnaire used in the building more roads, although 60% of respondents 2004 consultation. The leaflet invites agreement agreed or strongly agreed with this statement. This or disagreement with the same eleven statements is a much higher level of agreement than found in plus two further statements, one about doing more newspaper-based consultation. to tackle congestion, the other about investigating 1.35 Although these results are significantly less options for tackling congestion. reliable than those from the newspaper-based 1.38 The leaflet was included with the following consultation, there is a reasonably consistent free newspapers distributed to households across response inasmuch that the three most supported the Metropolitan Area in mid November 2005: statements in both analyses are: Birmingham News More encouragement of safer motoring Coventry Citizen Working towards better rail services Dudley News Giving greater priority to walking Forward (Birmingham City Council) 1.36 Similarly, the three least supported statements Great Barr Observer in both analyses are: Halesowen News News of Spending more on building roads Sandwell Chronicle Introducing more ‘Red Routes' Solihull News Giving greater priority to cycling Solihull Times Stourbridge News News Walsall Chronicle

LTP 2006 - Appendices 5 Consultation

Walsall Observer 1.43 The questionnaire asked people to comment Wolverhampton AdNews on the following eleven statements. We should: Wolverhampton Chronicle 1. spend more on building roads 1.39 A total of 808,333 leaflets were distributed 2. spend more on highway maintenance with these newspapers. Further copies of the 3. introduce more Park & Ride facilities 'public' leaflet were made available at Council 4. do more to encourage safer motoring offices. A similar leaflet was sent to 339 5. introduce more ‘Red Routes’ stakeholder organisations and groups and the 6. spend more promoting Green Travel choices consultation questions were available on the West 7. work towards better rail services Midlands LTP website. 8. extend the Midland Metro tram network

1.40 The process received press coverage in five 9. extend the Bus Showcase network newspapers across the Metropolitan Area, in 10. give greater priority to cycling Coventry, Dudley, Walsall and Solihull, including 11. give greater priority to walking being featured on the front page of the Birmingham 12. do more to tackle congestion Post. 13. investigate the pros and cons of all options for tackling congestion 1.41 In total, 5,138 completed questionnaires were received, comprising 4,992 (97.3% of the total) from 1.44 Respondents were asked to tick one of the the public, 127 (2.5%) via the website and 19 following for each of these thirteen statements: (0.4%) from stakeholders. This sample provides overall responses with a margin of error of +/- 1.3% Strongly agree at the 95% confidence level. Agree Don’t know 1.42 The detailed analysis of the completed Disagree questionnaires is set out in the next section (2005 Strongly disagree Consultation Outputs). The following tables provide a summary of the findings. 1.45 The results are set out in Figure 1.4 (the number below each bar accords with the number allocated to each statement in paragraph 1.43).

Figure 1.4 Public Response 2005: Agreement or Disagreement with Statements

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1.46 The second part of the questionnaire asked Table 1.5 The percentage of respondents respondents to list their priorities by identifying their choosing one of the statements as their second chosen top four of the thirteen statements. priorty (2005)

Table 1.4 The percentage of respondents Second Priority % choosing one of the statements as their first priorty (2005) We should:

First Priority % (7) work towards better rail services 15

We should: (8) extend the Midland Metro tram network 13

(2) spend more on highway maintenance 16 (2) spend more on highway maintenance 12

(7) work towards better rail services 13 (9) extend the Bus Showcase network 9

(9) extend the Bus Showcase network 10 (4) do more to encourage safer motoring 9

(8) extend the Midland Metro tram network 8 (3) introduce more Park & Ride facilities 8

(4) do more to encourage safer motoring 8 (12) do more to tackle traffic congestion 7

(1) spend more on building roads 8 (6) spend more promoting Green Travel 5 choices (12) do more to tackle traffic congestion 7 (11) give greater priority to walking 5 (13) investigate all options for tackling 6 congestion (10) give greater priority to cycling 4

(3) introduce more Park & Ride facilities 6 (5) introduce more ‘Red Routes’ 4

(6) spend more promoting Green Travel 6 (13) investigate all options for tackling 4 choices congestion

(10) give greater priority to cycling 4 (1) spend more on building roads 3

(11) give greater priority to walking 4

(5) introduce more ‘Red Routes’ 2

LTP 2006 - Appendices 7 Consultation

Table 1.6 The percentage of respondents Table 1.7 The percentage of respondents choosing one of the statements as their third choosing one of the statements as their fourth priorty (2005) priorty (2005)

Third Priority % Fourth Priority %

We should: We should:

(7) work towards better rail services 14 (12) do more to tackle traffic congestion 10

(8) extend the Midland Metro tram network 12 (7) work towards better rail services 9

(9) extend the Bus Showcase network 10 (9) extend the Bus Showcase network 9

(4) do more to encourage safer motoring 8 (8) extend the Midland Metro tram network 8

(12) do more to tackle traffic congestion 8 (13) investigate all options for tackling 8 congestion (2) spend more on highway maintenance 8 (11) give greater priority to walking 8 (3) introduce more Park & Ride facilities 7 (2) spend more on highway maintenance 8 (11) give greater priority to walking 6 (4) do more to encourage safer motoring 7 (5) introduce more ‘Red Routes’ 6 (3) introduce more Park & Ride facilities 7 (10) give greater priority to cycling 6 (10) give greater priority to cycling 6 (6) spend more promoting Green Travel 5 choices (5) introduce more ‘Red Routes’ 6

(13) investigate all options for tackling 4 (6) spend more promoting Green Travel 5 congestion choices

(1) spend more on building roads 2 (1) spend more on building roads 2

8 LTP 2006 - Appendices Consultation

1.47 Figure 1.5 ‘Respondents top four priorities ranking any statement as one of their top four (2005)’ shows the percentages of respondents priorities.

Figure 1.5 Respondents top four priorities (2005)

disappointing to all parties because, particularly 1.48 Respondents submitting the 'public' without significant investment in Major Schemes, it questionnaire were not asked to give personal will not be possible to make the desired progress information, as they were in the 2004 consultation, towards LTP2 objectives, the Transport Shared because there was no time to arrange specific focus Priority and our Area's contribution to the national groups even if the personal information had showed economy. any particular bias. Respondents were asked for a postcode and interestingly 29% refused, which The Next Steps would have invalidated any attempt to verify a balance of responses across the whole Metropolitan 1.51 The one issue facing the Metropolitan Area Area. that will feature strongly during the LTP2 period (up to 2011) is congestion. Government and the 1.49 Ad-hoc comments on the Provisional LTP2 Metropolitan Authorities recognise the magnitude have generally been positive and supportive of its of the problem and, for that reason, there was a aims, programmes and targets. However, inevitably successful bid for funding from the Government's it has raised a variety of different expectations and Transport Innovation Fund (TIF) in late 2005. The demands, often closely aligned with the successful TIF bid will enable a thorough stakeholders' principal interests. The consultation investigation of possible ways to deal with has helped inform development of the Final LTP2 congestion in the Metropolitan Area. Following the but has not been able to take on board everything outcomes of this investigation, the Authorities may raised, mostly due to conflicting views. bid for further TIF resources.

1.50 Some comments expressed disappointment 1.52 This is an issue that must be taken forward or criticism that the LTP2 generally and its targets on a consensual basis and consultation and specifically are unambitious. However, the LTP2's stakeholder involvement will be an on-going programme and targets have been developed in process. This will be in addition to site and scheme the accordance with the available resources and in specific consultations, carried out by individual line with Government Guidance. This means that Authorities as they implement the LTP2 and work aspirations of Metropolitan Authorities, stakeholders towards achieving its targets. and the public are not fully reflected. This is

LTP 2006 - Appendices 9 Consultation

2004 and 2005 Consultation Detailed Disagreement with Statements’ and Figure 1.3 Outcomes ‘Focus Groups: Agreement or Disagreement with Statements’ although proportions of agreement and 1.53 The following thirteen figures show responses disagreement with each statement do vary between to the statements, by Authority area (as defined by the two years and between Authority areas. This postcodes). The final two figures do not contain is most marked with regard to extending the Midland outcomes for the 2004 consultation because the Metro network (with the lowest level of agreement two statements about traffic congestion were not being in Coventry in 2004) and spending more on included in the 2004 consultation questionnaire. building roads (with the highest level of agreement being in Walsall in 2005). There are also notable 1.54 The outcomes shown in these following variations with regard to giving greater priority to thirteen figures do not vary significantly from the cycling, spending more on highway maintenance overall Area-wide outcomes as summarised in and introducing more 'Red Routes'. Figure 1.1 ‘Public Response 2004: Agreement or

Figure 1.6 We should spend more on building roads

10 LTP 2006 - Appendices Consultation

Figure 1.7 We should spend more on highway maintenance

Figure 1.8 We should introduce more Park & Ride facilities

LTP 2006 - Appendices 11 Consultation

Figure 1.9 We should do more to encourage safer motoring

Figure 1.10 We should introduce more 'Red Routes'

12 LTP 2006 - Appendices Consultation

Figure 1.11 We should spend more promoting Green Travel choices

Figure 1.12 We should work towards better rail services

LTP 2006 - Appendices 13 Consultation

Figure 1.13 We should extend the Midland Metro network

Figure 1.14 We should extend the Bus Showcase network

14 LTP 2006 - Appendices Consultation

Figure 1.15 We should give greater priority to cycling

Figure 1.16 We should give greater priority to walking

LTP 2006 - Appendices 15 Consultation

Figure 1.17 We should do more to tackle traffic congestion

Figure 1.18 We should investigate all options for tackling congestion

16 LTP 2006 - Appendices Consultation

Personal Profile of 2004 Consultation profiles of the respondents to the 2004 newspaper Respondents supplements. This information was used to establish the Focus Groups, as described earlier 1.55 The following figures show the personal in this Appendix.

Figure 1.19 Age and Gender of respondents

Figure 1.20 Home location of respondents

LTP 2006 - Appendices 17 Consultation

Figure 1.21 Ethnicity of respondents

Figure 1.22 Employment Status of respondents

18 LTP 2006 - Appendices Consultation

Figure 1.23 Respondents who are registered as a disabled person

Figure 1.24 Respondents who have a car or van

LTP 2006 - Appendices 19 Consultation

20 LTP 2006 - Appendices Walking Strategy

Appendix 2 Walking Strategy Area provide popular local amenities for leisure walking. Present Situation Table 2.2 % of Walk Trips to Work by Metropolitan Area Levels of Walking Metropolitan Area 2001 2.1 Walking accounts for 18.8% of all trips in our Area (West Midlands Transportation Surveys, West Yorkshire 11.00 2001). This is not as popular as car travel (56% of all trips, as a driver or passenger) and is also Merseyside 10.26 marginally behind bus (24%). However, walking is Greater Manchester 9.97 more popular for travel over short distances. The National Travel Survey (NTS) 2003 shows that of Tyne & Wear 9.57 the 68% of all trips that are less than five miles long, West Midlands 8.87 36% are made on foot, a higher proportion than any other mode. In the West Midlands 81% of all walk Greater 8.32 trips are less than 2 kilometres in length. 2.5 The overall decline in walking has a variety of 2.2 For 'purposeful' or utility trips, local people walk causes, notably the greater distances travelled for most often to get to work or for education purposes. work, shopping and other services, our increasingly However car ownership is an important factor in time-driven lives, the desire to purchase a car for mode choice for work trips. The 2001 West whatever reason, fears for personal security and Midlands surveys showed that 15% of people in inadequate investment in pedestrian infrastructure. households with no car walked to work, but less than 8% where a car was available. Around a third Pedestrian Casualties of the survey respondents live within 3 kilometres of their workplace. Within this distance walking 2.6 The total number of pedestrian casualties from offers an efficient means of getting to work, but local road traffic accidents fell again in 2004 to survey evidence suggests that around 70% still 1,967 (16.6% of all casualties), a fall of 24% from choose to travel by car. Utility walk trips are the 2000 level of 2592. Of these, 742 were children, declining in general. For example Table 2.1 ‘% of again a fall of almost 36% from the 2000 level of Trips to Work by Mode’ shows the fall in walk trips 1,156. While the trends are encouraging, the to work in the West Midlands over the last 20 years: number of pedestrian casualties must remain a concern. Table 2.1 % of Trips to Work by Mode Role of Walking Mode 1981 1991 2001 2.7 The Metropolitan Authorities see the need to Car 646353 encourage and provide better facilities for walking Bus 141724 for a variety of reasons:

Walk 91013 Economic Revitalisation – The reallocation Rail 222 of space in favour of pedestrians in our town and city streets will provide an attractive Other / work at home 1188 environment for shoppers, visitors and investors. The reintroduction of housing 2.3 Moreover the Mmetropolitan Area is currently within and adjacent to centres, the raising of lagging behind most other English conurbations in building densities around public transport terms of the number of walk trips its residents make nodes and the development of brownfield sites to work, as Table 2.2 ‘% of Walk Trips to Work by will all generate extra walking trips that need Metropolitan Area’, based on information from the accommodating. 2001 Census, shows. Accessibility and Social Inclusion – Walking is the most widely available, socially 2.4 In contrast, leisure walking has become inclusive, affordable and flexible mode of possibly the most popular recreational pastime in independent travel. Improvements to Britain. The urban parks and canal towpaths of our infrastructure, personal security, and the

LTP 2006 - Appendices 21 Walking Strategy

availability, accessibility and affordability of professionals to develop walk to work initiatives as public transport will all help to tackle social part of Company Travel Plans. exclusion. A key element linking to this strategy is the improvement of access to jobs 2.9 All Authorities have, or are developing, local and services via the introduction of walking strategies with the involvement of local Accessibility Planning to the LTP process. communities and other interested parties. Sustainable Travel Patterns – Walking is a 2.10 The School Crossing patrol service provides viable alternative to car use for short additional support for children on the school journey journeys. Current land use policies that at popular crossing points. Over £3.5 million is encourage mixed use developments in invested in the service across our Area, which centres encourage walking rather than car provides safer crossing places for over 90,000 use, so reducing congestion and emissions children. and making roads safer. It is important this is recognised in the future planning of 2.11 In order to increase the number of young pedestrian improvements and that new children and parents walking, all Authorities employment and housing related development undertake child pedestrian training programmes. includes elements to encourage walking to Kerbcraft pedestrian training is now in place in work addition to a number of 'Walking Buses', Walk to Safety and Health – Walking provides School and School Travel Plan initiatives. valuable exercise and can help to improve the general health of the population. A strong link 2.12 Unpopular pedestrian subways are being has been drawn between the decline in replaced with surface level crossings. These children walking, particularly to school, and initiatives are complemented by the 'Safer Routes increasing levels of obesity and heart disease to Public Transport' project promoted by Centro. in young people. Whether as a simple means of exercise incorporated into daily lifestyles, 2.13 In Birmingham city centre, pedestrianisation or through initiatives such as exercise on to improve the environment is being extended to prescription and health walks, it is important support the regeneration of the City. that good quality networks and infrastructure Pedestrianisation schemes in other centres, exist to encourage walking trips. Walking to including Solihull High Street, Queen’s Square in school can create a habit in formative years Wolverhampton and Coventry’s two new public that children will continue on a regular basis squares, Millennium Place and University Square, in adulthood. Safer Routes to School have provided attractive shopping environments programmes and 'Walking Buses' are being introduced to teach young children basic road 2.14 A number of local proposed Major Schemes safety lessons, and School Travel Plans can include significant investment for pedestrians, for reduce congestion and danger outside example Coventry's Station Transport Hub, and schools. More people walking in the urban Swanswell Area Regeneration; Birmingham's environment can improve levels of Eastside and Walsall's Transport surveillance, discourage crime and provide Project. The Masshouse Circus redevelopment in safer conditions to give people more Birmingham was largely driven by the needs of confidence to walk. pedestrians to have better access into a Integration – Walking is the 'glue' that regeneration area adjacent to the centre. Replacing integrates other modes of transport. Most uninviting subways and isolated footways has public transport and car trips start and end produced good examples of high quality surface with a walk. The use of public transport will level provision for pedestrians which will be be more attractive to people if the walk to the replicated on other proposed Schemes. bus stops, shops and rail station is safe, direct 2.15 The most direct spend on improvements for and attractive pedestrians will come from the Integrated Transport Current Work block. The creation of safer and more pleasant conditions for pedestrians is an important aspect 2.8 All the Metropolitan Authorities encourage of other LTP2 programmes such as Red Routes walking to work through improving key pedestrian and Bus Showcase. Through the 'Coventry routes close to key employment destinations and Partnership' the City Council has instigated 'Safer working in partnership with employers and health

22 LTP 2006 - Appendices Walking Strategy

Routes to Bus Stops' scheme, which will evaluate 'stranger danger', is a significant deterrent to links and improve the walking environment. walking. The status of the pedestrian needs to be 2.16 Rights of Way are often locally important raised. Local Area Safety Schemes and pedestrian access routes. The Countryside and 'home zones' in residential streets can help Rights of Way Act 2000 seeks to clarify existing to alter attitudes on a wider scale. rights and encourage the creation of new routes. The increasing number of motor vehicles that Through this, local authorities must review and are driven along the pavement to park outside publish plans for improving Rights of Way by shops and houses is proving a major hazard November 2007, taking the needs of the public, for pedestrians. especially people with disabilities, into account. There is great scope to improve pedestrian Progress with the development of Public Rights of signposting of local routes, for example, to Way Improvement Plans is detailed in an Annex to bus stops, local shops and centres the main LTP2 document . This legislation will put (particularly from peripheral rail stations), local the network in good order and help identify potential amenities in the suburbs and places of new routes, so encouraging walking. However interest. The provision and maintenance of Section 57 of the Act also gives highway authorities street nameplates and street maps is also new powers to make special extinguishment and important, especially for strangers to an area. diversion orders to prevent or reduce crime in The potential for accidents and injury to designated areas. Local Authorities have to apply people on ‘shared-use’ paths used by both for the powers to designate such an area and justify cyclists and pedestrians continues to be raised these on the basis of crime trends. Requests for as a concern. Because of the potential for closures of Rights of Way are often supported by accidents, even where a division between the police, bringing pressure to reduce the number users is clearly marked on the path, the of pedestrian routes. Care will need to be taken to Metropolitan Authorities will continue to put ensure that the pedestrian route network and the forward shared pedestrian / cycle paths only objectives of the Walking Strategy are not where no practicable alternative exists and prejudiced. where the existing path is wide enough to Consultation accommodate both modes. 2.19 The 2004 and 2005 consultations showed 2.17 Wide scale consultation on pedestrian matters that walking was a 'middle' priority in a strategic was undertaken as part of the 2003 LTP process. context when ranked against a range of other Issues raised at the main three consultation modal issues. seminars include:

Personal security and the vulnerability of The Strategy pedestrians General The need to market the health benefits of walking 2.20 Historically, walking has not received the Better signing of routes attention from transport planners, or the levels of Acknowledge the close links between highway funding, that its importance as a mode of transport maintenance, and cycling and walking merits. The Transport Strategy over recent years Support for further pedestrianisation of town has sought to redress this balance. centres The need for safer walking routes to school 2.21 The strategy sees increases in journeys The importance of walking is underplayed and undertaken on foot as an important contribution to pedestrian facilities are cost-effective and creating a healthier, safer, more accessible and relatively easy to implement more affordable lifestyle for all. The Walking Strategy therefore contributes to the vision of our 2.18 More views on walking issues came from local Area as a place where walking will be forums: 'commonplace' and where people increasingly choose to walk for shorter journeys and are not The perception of the street as a dangerous discouraged due to fears for road safety or personal place, both in terms of speeding vehicles and security.

LTP 2006 - Appendices 23 Walking Strategy

2.22 The implications for pedestrian movement in Safe, secure and direct pedestrian access all schemes are already considered and, wherever to public transport stops / stations and car possible, the potential for and ease of movement parks and to other locations of high pedestrian on foot is incorporated. In addition, specific walking demand, for example through the Safe Routes schemes are being implemented to overcome to Stations programme. existing barriers to movement, such as subways Target particular neighbourhoods and known replaced by at grade crossings, new footways and problem sites and areas to maximise people's audits of the walking environment. willingness to walk. The focus will be on the Bus Showcase Routes, major public 2.23 The following measures are a selection of transport hubs such as bus and rail those being undertaken by the Authorities to provide stations, and main pedestrian for walking in their area. The particular measures thoroughfares to key attractions such as employed are determined according to local needs, town centres, leisure and shopping facilities. priorities, user feedback therefore not all the The strategy adopted for walking will address measures are appropriate to every area. security issues and the partnership work with Centro and operators will address problems Promotion of the health and environmental on public transport vehicles. benefits of walking, particularly through the TravelWise campaign, the Safer Routes to Implement traffic signal improvements to School and Walk to School initiatives, Travel provide full pedestrian crossing provision Plans and work with Primary Care Trusts and at new and upgraded installations, to include facilities for disabled persons. other stakeholders. appropriate Improve conditions for pedestrians in Removal of unattractive pedestrian subways residential areas by managing traffic where safe at grade alternatives can be volumes and speeds, for example through provided. traffic calming and 20 mph zones; for example Ensure a regular footway maintenance Coventry is progressing a 'Street Design regime is in place that minimises disruption Manual' looking at issues of clear pedestrian to pedestrians during the street works and areas, quality of materials, maintenance to addresses the problems of tripping, 'ponding' aid the design and decision making process. and controls the growth of vegetation that may Improve facilities for pedestrians in town hinder walking (relates to safety and and city centres to reduce accidents and to accessibility objectives). create a cleaner, more pleasant environment Reduce obstructions on the pavement by that can act as a stimulus for investment and acting against inappropriate shop displays, economic regeneration, for example Coventry removing extraneous street furniture and is one of the pilot Business Improvement enforcing against illegal parking on the Districts (BIDs) which looks to invest in the pavement, for example Coventry has just pedestrian environment and public realm. launched a Decriminalised Parking regime to Improve street lighting. The street lighting deal with issues of illegal parking. maintenance and replacement programme Implement a programme of direction and will seek to provide upgraded lamps with information signing for pedestrians in town better colour rendition to provide better and city centres, to local shops, public illumination of the footway for pedestrians. transport nodes and leisure routes, for Install and enhance pedestrian crossing example via street name plates, street maps, facilities in accordance with Government information boards and fingerpost signs. Guidance and taking account of: All new developments to provide pedestrian facilities (with reference to The current pedestrian accident record appropriate PPGs/PPSs), for example (relates to LTP safety objective) Coventry comment on all planning The proximity to schools and as part of applications, this has lead to significant the ‘Safer Routes to School’ initiatives contribution towards pedestrian facilities Existing pedestrian desire lines and the especially with some of the larger need to reduce the community developments. severance effect of major roads The potential for conflict between pedestrians and motor vehicle traffic

24 LTP 2006 - Appendices Walking Strategy

Provide new pedestrian routes and footways conditions for pedestrians and increase walking. where need is identified. The following are some examples. Undertake Walking Audits to provide a focus for future investment in pedestrian facilities. 2.28 The work the Authorities are undertaking with stakeholders within the education sector and road 2.24 Improving the urban environment for safety to develop School Travel Plans. The recent pedestrians will be a gradual process and will introduction of capital grants from DfES and DfT require considerable investment. In addition to the have seen a considerable rise in the number of above measures, it is important to influence Travel Plans, addressing the issues around walking people’s attitudes and willingness to walk for at to school and the school run. As a direct result of least some of their journeys. Local Authorities are Travel Plans there has been introduction of Walking working with partners from the health, education Buses and Park and Stride. Physical facilities as and other sectors to achieve this. In addition, part of Safer Routes to School initiatives and the through the planning process, the location of new capital grants are, pedestrian waiting shelters, development is being assess ed in terms of pedestrian entrances and segregation of vehicles pedestrian access to allow real mode choices to be and pedestrians: all aimed at encouraging more made. walking to school.

Mobility and Sensory Impaired People 2.29 Sandwell Council continues to work alongside Streets Ahead, Ramblers Association, Black 2.25 All new pedestrian facilities will provide for Country Groundwork, Sandwell Primary Care mobility and sensory impaired people in accordance Trusts, Age Concern, Sandwell Road Safety with the Disability Discrimination Act, by following Organisation etc in the Sandwell Walking Forum to guidance such as DfT’s 'Inclusive Mobility', through develop and implement the walking strategy for the provision of: Sandwell, and to identify potential funding sources for pedestrian schemes. Dropped kerbs to help wheelchair users negotiate the step down to road level 2.30 Wolverhampton City Council work alongside Consistent use of tactile paving to provide the Health Trusts, particularly through the Health information to the visually impaired about Improvement Programme and Health Action Zone, controlled and uncontrolled crossing points, the City Centre Forum, and through its Local cycle tracks, carriageway edges, bus stops Agenda 21 Action Plan to promote walking as an and platform edges activity with health, environmental and economic Audible signals to indicate to people with benefits. It is very active in promoting walking to visual impairment that it is safe to cross school through the 'Walking Bus' initiative and Safer A rotating cone located beneath the signal call Routes to School programme. button box to indicate to deaf and blind people that it is safe to cross 2.31 Coventry City Council works with the Primary Care Trust ( Physical Activities Group) in promoting Installation of the latest 'puffin crossings' walking through various initiatives such as Health where possible. These make allowances for Walks and links to GP referrals. Consultation people crossing at different paces through Coventry’s Local Strategic Partnership, in Reducing mobility barriers and working particular the transport and health theme groups towards a barrier free environment has resulted in a 'Walk to Bus Stops' scheme. The 2.26 Coventry is in the process of trialling a Council regularly consults with disabled people and Vulnerable User Audit, which will look to redress has carried out pilot Community Street Audits the balance for vulnerable users such as (CSAs) looking into community involvement into pedestrians in major planning applications as well the decision making process. Coventry is one of as highway and non-highway schemes. the Liveability pilot schemes which aims to improve the quality of liveability / public space services by Partnerships building 'liveability' principles into a package of innovative initiatives. This is all underpinned by 2.27 The Metropolitan Authorities will continue work with stakeholders locally developing Safer working with other public bodies, particularly health Routes to School and Safer Routes to Work interests, commercial organisations, voluntary schemes. groups and the wider community to improve

LTP 2006 - Appendices 25 Walking Strategy

2.32 Birmingham have the Walk 2000 programme DoH publications, in commercial journals and also which promotes walking for health in Birmingham on British and Korean television programmes. and is a partnership between Birmingham City Council, National Health Service and is supported Working with the Planning Authorities by Neighbourhood Renewal Funding. The main aims of the project are to way-mark 2 kilometre 2.37 The Metropolitan Authorities have recently walking routes in parks and open spaces, to provide adopted, or are in the process of adopting, their walking group led by qualified Walk Leaders and to Unitary Development Plans (UDPs) and all are train people to become Walk Leaders on a commencing work on Local Development nationally accredited course. Frameworks ( LDFs). The UDP transport policies all acknowledge the need to cater for pedestrians 2.33 Solihull Council continues to work closely with in new development in accordance with the Health and Education Authorities to promote Government Guidance contained within PPG13 Walking Buses, Safer Routes to School and Travel 'Transport'. PPG6 'Town Centres' additionally Plans for schools and businesses. It has a Walking stresses the need to focus retail, leisure and office Strategy produced in consultation with partners development in town and city centres and from pedestrian groups, disabled people and encourages people back into these centres to live, cyclists. so minimising the need to travel for essential services and to encourage more journeys to be 2.34 'Walsall on the Move' is a multi-agency group undertaken on foot. Where a formal road user developing a physical activity action plan as part of hierarchy is contained in local UDPs, for example the primary prevention strategy for the borough and Sandwell’s UDP, the needs of pedestrians are continues to oversee the progress of a walking placed first. Other Development Plans such as strategy, the promotion of Wwalking Bus' schemes Dudley and Wolverhampton’s UDP (Deposit Draft) and the development of School ravel Plans. give pedestrians a high level of priority, although Walsall’s Health and Work group will be promoting do not propose a hierarchical approach. This travel plans for companies and the opportunities emphasis will be reflected in LDFs. Part 3 of for walking to work. Close liaison is developing with Coventry’s Walking Strategy, will become a groups representing people with disabilities. All of Supplementary Planning Document (SPD), and will the major pedestrian proposals in Walsall town and set out the criteria for walking facilities covering district centres over the next five years are policy to technical guidance. promoted as part of Walsall Council's 'Quality Streets Initiative'. Targets

2.35 Dudley Council work with the Health Authority 2.38 While there are no specific targets in the LTP2 to promote walking as a healthy mode of travel and solely focused on increasing walking, largely due are designing Walking Zones to be promoted to utility walking being so difficult to monitor on a through the internet and the Council’s GIS mapping large scale, targets that will encourage walking system. include:

2.36 Health professionals in Birmingham and Reduce the length of high usage footways Walsall have also participated in the formulation of requiring further investigation according to DfT policy with their respective Councils and in rules and parameters by 5% between 2003/04 promoting walking for its benefits as physical and 2010/11, ie improved footway activity. Wolverhampton, Birmingham, Walsall, maintenance Coventry and Sandwell Councils have all developed A target considering walking to school at the 'healthwalks' schemes, which promote walking to expense of car travel, as part of a wider travel reduce the incidence of coronary heart disease, to school target, may be introduced in 2007/08 diabetes and other illnesses. Coventry City Council when monitoring issues are resolved. is looking into a 'calorie map' to promote walking around the city centre with funding from the British 2.39 Coventry and Wolverhampton City Councils Heart Foundation. 'Walsall Walk On' has an carry out pedestrian and cycle cordon surveys into innovative Groundmiles loyalty scheme for walking their city centres. These could be used as and other exercise, where people participating in indicators to measure levels of walking activity. health walks can accumulate points that could be converted to vouchers from shops and other 2.40 There are a number of network accessibility businesses. The scheme has featured in DfT and target standards applicable to buses, trains and

26 LTP 2006 - Appendices Walking Strategy

Midland Metro in Centro’s 20-Year Public Transport Strategy that relate to walking. The 20-Year Strategy also monitors pedestrian facilities at public transport interchanges, and personal security on routes to stops and stations.

Projects and Programme

2.41 Each Authority has its own annual programme to promote pedestrian schemes as part of their local Integrated Transport programme.

LTP 2006 - Appendices 27 Walking Strategy

28 LTP 2006 - Appendices Cycling Strategy

Appendix 3 Cycling Strategy reason, promoting cycling has to address the issue of road safety and provide conditions A Vision of Cycling for cyclists that are safe and, moreover, are perceived to be safe. Infrastructure measures 3.1 Our vision is of a vibrant, thriving community need to create cycling conditions that offer an where everyone will be able to have a better quality advantage, are convenient, safe and provide of life that is not dependent on the availability of a comfortable cycling conditions. Cycle training car. In this vision, cycling would be common place has an invaluable role to play in providing in an environment where people can make direct, people with the skills and confidence to cycle attractive, safe and comfortable journeys by safely in mixed traffic. More cyclists on the bicycle. By creating the right environment, and with road will result in drivers being more the right motivation, more people will be encouraged accustomed to seeing cyclists and safely to cycle for utility journeys, for leisure and for anticipate their presence. tourism, helping to create a healthier, safer, more Accessibility and Social Inclusion – Cycling accessible, more prosperous and more sustainable is well suited to journeys to local services. society. Cycling provides a sustainable solution for local journeys and over short distances, Role of Cycling commonly providing the quickest journey time door to door, particularly when congestion is 3.2 Cycling is an important element of the overall occurring. Journey times by cycle are very transport strategy for the Metropolitan Area. predictable and largely unaffected by traffic Currently, the level of cycling in our Area is below conditions. Infrastructure measures can the UK average and notably lower than those few improve accessibility by identifying short cuts towns and cities in the UK whose cycling levels do to avoid circuitous journeys and by providing not reflect the generally low national trend. crossing points of barriers to movement such However, many journeys within our Area are only as main roads, railways and rivers. As a of a few miles in length, and this suggests that there vehicle, the bicycle is an affordable option for is the potential for the level of cycling to increase, those most in need, amongst whom car if given sufficient priority. A 2001 survey indicated ownership is less common. that 46% of respondents would cycle more if cycling Air Quality – Cycling makes a contribution to conditions were improved. improved air quality through substituting journeys that would otherwise be made by 3.3 Cycling can positively address the four key car, thus reducing overall emission levels. shared priorities for improving the quality of life of Cycling also enables people to gain access local communities and is also ideally suited to to traffic free areas and makes it easier to delivering on wider issues, personal health and implement restrictions needed to meet air climate change in particular: quality standards. Health – Nationwide, various indicators are Tackling Congestion – Through a transfer demonstrating that personal health is declining of currently car-borne trips to cycling, motor on average. Notable are rising levels of vehicle traffic levels would reduce and obesity, coronary heart disease and diabetes. congestion be relieved. Cycling is ideally Approximately 25% of adults are obese in our suited to the shorter distance commuting trips Area and, without intervention, this is where the issues of luggage capacity and predicted to rise to 33% by 2020. A lack of taking passengers are less likely to be an exercise is a key factor in the onset of these issue. A focus on commuting trips would conditions. The Metropolitan Area has health address traffic levels at their peak, and levels below the UK average and, congestion forming, times. Increasing cycling consequently, promoting exercise is a key would contribute to the duty of highway objective of the local health authorities, health authorities’ to relieve congestion under the trusts and their partners. Cycling is a form of 2004 Traffic Management Act. Through exercise suited to tackling poor health through relieving congestion and the costs thereof, not being weight bearing and by being capable cycling supports the local economy. of being undertaken at varying intensities. By Safer Roads – Fear of danger from traffic is cycling for day to day travel, it can provide the often the key issue raised by non-cyclists regular exercise we require and needs no when asked why they do not cycle. For this extra time to be fitted into the day.

LTP 2006 - Appendices 29 Cycling Strategy

Climate Change – Exhaust emissions from cycling levels are declining. This is reinforced by transport are the fastest rising contributor to census data showing that 1.8% of employed people overall emission levels of 'greenhouse gases'. travelled to work by bicycle in 2001, compared to Cycling makes a contribution to limiting 1.9% as recorded in the 1991 census. However climate change by being emission-free and there are pockets of higher and, in some cases, reducing the volume of motor vehicle trips. increasing use associated with initiatives such as Other Issues – People on bicycles are Travel Plans. involved in greater personal interaction than people travelling in cars. This is an important 3.6 To support this index measure, an Area-wide factor in defining the liveability of monitoring programme is being considered, the aim neighbourhoods and improving community of which will be to identify as confidently as possible safety by increasing casual surveillance. the amount of overall cycle use in the Metropolitan Areas dominated by motor traffic are shunned Area. by those on foot and on bicycles and are more 3.7 Cycling (CE), a new national body set likely to go into decline. Good cycling up by the Government to help plan and coordinate conditions are a significant contributor to the development of cycling across the country, regeneration. recognises that there is scope for improving the Present Situation measurement of growth in cycling. CE will work with DfT and other departments to identify Cycling Levels measurements / indicators that are complementary, consistent and scaleable. All authorities will take 3.4 Measuring actual overall cycling levels in our advantage of the work being undertaken by CE to Area is made difficult by the relatively low level and ensure a consistent approach is applied across the dispersed nature of the activity. An indirect index Metropolitan Area. measure of cycling is therefore being presented in this LTP2. This index currently uses available on Cycle Casualties and off-street flow data and cycle parking figures 3.8 We have been successful in recent years in at rail stations, although active steps are being reducing the number of cyclists injured in road traffic taken to increase the number of databases available accidents. In 2004, there were 554 cycle casualties, for monitoring. compared to 909 in 1999 (a fall of 39%). This 3.5 The baseline 2003/04 index level to measure represents 4.7% of all road accident casualties, as the LTP2 target against is 100, but it has been opposed to 6.7% in 1999. higher in previous years. The perception is that

30 LTP 2006 - Appendices Cycling Strategy

Figure 3.1 All Cycle Casualties Per Year in the West Midlands

3.10 In each district, a range of spend under other The Strategy headings (for example Safer Routes to Schools, Red 3.9 The four areas of activity in this appendix are infrastructure, training, promotion and integration. 3.11 Routes) also benefits cycling in some way. Performance in other areas of the LTP2, not specific In many circumstances, its nominal value exceeds to cycling, will have just as much, if not more impact the core budget for cycling. However, this other upon the level of cycling. These are land use investment is obviously not prioritised from a cycling planning, demand management and speed perspective. A more evidence-based approach to management: achieving the cycling target will focus investment on the proven most cost-effective measures. This The West Midlands Regional Spatial Strategy is only entirely possible through the core cycling supports higher density development in budget. existing urban areas. This will help ensure that most distances travelled can be cycled. 3.12 Cycling interventions in the Metropolitan Area are determined by individual district cycling Demand management of road space in other strategies and action plans published by each areas (for example in London) has increased Authority. It is common for delivery partners to have cycling. been involved in the production of, and support, these strategies. High traffic speed is one of (if not the most) important disincentive to cycling. The 3.13 Whilst having broadly similar approaches, the effectiveness of the speed management nature of each strategy is locally determined and measures set out in the Road Safety Appendix reflects local circumstances, the views of the will have a strong bearing upon cycling levels. delivery partners and the outcome of consultation processes.

LTP 2006 - Appendices 31 Cycling Strategy

3.14 This strategy summarises the ongoing and implemented. These routes facilitate longer proposed actions of the partner authorities under commuting into the major centres as well as shorter the following areas of activity and ways of working: journeys and complement the National Cycle Network routes. In some cases they infill gaps in The Areas of Activity identify the key activities the local network. that need to be undertaken to provide for and promote cycling. Taking action in all areas 3.19 Links to the number of National Cycle Network will result in increased outcomes through each Routes, Regional Routes and Local Routes within action supporting one another. our Area will be increased. Wolverhampton City The Ways of Working identify the approaches Council are developing NCN 81 in conjunction with that Authorities take to deliver their strategies, British Waterways. Birmingham, Coventry and generating increased outcomes through Solihull Councils are aiming to undertake further partnership working and integrating measures phases of NCN 53. Walsall Council aims to create to support one another. links to the NCN Route 5 which passes through the town centre. 3.15 Examples are given of the actions the Authorities are taking, however this is for illustration Infrastructure – Specific Cycle Schemes and is not comprehensive. 3.20 Predominantly using LTP resources and Areas of Activity supplementary funds from other sources, the authorities have identified schemes that are Infrastructure – Network Planning underway or soon to commence. Walsall Council has developed a new route through the ‘New Deal’ 3.16 The Authorities will continue to develop cycle area that links to the existing Walsall - Willenhall networks across our Area with the aim of improving route via an off-road section. The new section and developing cycling infrastructure to help link extends to, and is incorporated within, a ‘Safer up residential areas to major trip attractors, local Routes to School’ scheme to form a continuous and district centres. These networks will be route. Birmingham City Council is continuing work delivered through a combination of specific cycle on sections of the North Birmingham Cycle Route, schemes, incorporating cycling on other highway Sheldon Country Park, on highway routes in Selly schemes, for example Red Routes, and through Oak and within the city centre. Solihull Council is facilities provided by developers. The design of to complete off-road provision along the Dickens these schemes will be guided by design standards Heath Road to serve Shirley and the town centre, that are being developed by some authorities, the Union Road route and upgraded parking leading eventually to the possible adoption of facilities. Wolverhampton City Council is developing common standards throughout the Metropolitan NCN 81 with junction and crossing facilities and Area. signage. In Sandwell, routes in , Wednesbury and Hill Top are underway along with 3.17 Dudley Council is developing a ‘web’ of local schemes in Blackheath, Old Hill and Cradley cycle routes to serve residential, employment, retail Heath. Coventry City Council is undertaking Safer and leisure trip attractors, building upon the Routes to School and work routes and improving strategic routes already identified. Coventry City access into the city centre and along the NCN. Council are consulting on proposals for a network of signed cycle routes to supplement existing Infrastructure – Other Highway Schemes arterial routes. Sandwell’s network is now defined in their UDP and is to be delivered on a rolling 3.21 As part of a fuller approach to increasing programme. Walsall Council aim to link the town cycling levels, other highway schemes seek to centre to all their district centres, with cycle parking incorporate cycle provision where appropriate. at each centre (six locations are planned for Junction improvements and crossing locations will 2005/6). Birmingham City Council are identifying cater for cyclists and their desired movements. a network of routes into and within the city centre Traffic calming schemes in Walsall include area and within key suburban areas, along with a advanced stop lines, toucan crossings and cycle network of off-road trails suited to a range of users. lanes where appropriate. In Birmingham, Bus Showcase and Red Routes schemes are 3.18 Coordinated discussions have taken place incorporating cycle lanes. Coventry City Council between all authorities to identify cross boundary are trialling a vulnerable user audit to ensure routes which are to be progressed and cyclists are considered in all highway schemes.

32 LTP 2006 - Appendices Cycling Strategy

Infrastructure – Developer Schemes cycling. Although improved infrastructure is vital to increase cycling, it is relatively unlikely to stimulate 3.22 Each of the Authorities seeks to ensure that the initial change of behaviour. Infrastructure and cycle provision is always included and catered for a satisfactory cycling environment are likely to within redevelopments and regeneration areas. persuade people to continue cycling after having Opportunities to provide for cycling through Section ventured out and tried cycling afresh. A poor 106 agreements are sought. In Birmingham, the environment will be likely to cause them to stop redevelopment and regeneration of the ‘Eastside’ cycling. area will involve providing provision for cyclists with both on road and off road facilities being including 3.25 The advent of the new National Standards within the development. Coventry City Council has for cycle training have caused the authorities secured significant contributions towards cycle consider the implications of the new standards for facilities especially with some of the larger their existing training programmes. development. Wolverhampton City Council has policies in place that require secure cycle parking 3.26 At present about 25% - 30% of primary school to be provided for all types of development. children in our Area receive cycle training approximately equivalent to Level 2 in the new Infrastructure – Internal Design Standards / standards, with the highest proportion achieved by Guidance an individual authority being Solihull Council's 80%. However, this is not usually delivered by instructors 3.23 To ensure that cycle provision is included and accredited to the National Standard. The enhanced with any new development or highway Authorities recognise the desirability of using design, the Authorities have produced various forms accredited trainers, but there are considerable of guidance or policy notes. Sandwell Council has financial resource implications if the number of recently published Supplementary Planning children trained is to be maintained at its current Guidance entitled ‘Towards a Cycle-Friendly level. Sandwell’. The Guidance will advise and instruct developers in how to provide provision for new 3.27 Sandwell Counil has been working in builds and designs. Policy AM12 of partnership with their local Primary Care Trusts to Wolverhampton’s revised Unitary Development deliver National Standard training (up to and Plan requires secure cycle parking at all types of including level 3) in secondary schools. The PCTs development which serves residents, employees have trained a team of twenty instructors to the and visitors. Solihull Council is to undertake a National Standards. As well as working in schools review of the borough’s cycle parking provision and with funding from the Neighbourhood Road Safety standards. In Birmingham, design guidance for Initiative, they provide training to adults subsidised signal junctions and crossings is being reviewed by the local NHS. Together with ten National which will incorporate extended provision for cyclists Standard instructors trained under the auspices of and pedestrian. Standard details for Toucan Wolverhampton City Council, they constitute a crossings are being revised to accommodate all valuable human resource for the future. movements at crossing points. Part 3 of Coventry’s recently adopted cycling strategy sets out criteria 3.28 Coventry City Council has supplemented its for cycling initiatives covering policy to technical budgets with user charges to help provide National guidance and will become a Supplementary Standard training to children and adults alike. Planning Document. A comprehensive document Trainers are active in schools every working day entitled 'Guidelines for Implementation' is being all year round. It is hoped that all instructors will prepared to help designers of Red Routes. This be trained to the National Standard within twelve will include advice and standards on cycle facilities months, although the high cost of achieving this across the network. remains an issue.

Training Promotion

3.24 Recent evidence demands a fresh look at the 3.29 Many of the Authorities adopt a similar role of cycle training. In the past, training was seen approach when it comes to promoting cycling. largely as supplementary to infrastructure When Birmingham’s Cycle Map is completed, all improvements. However evidence suggests that the Metropolitan Authorities will have produced a training and other personalised promotion are cycle map. There are a series of cycle promotion possibly the most effective ways to stimulate new leaflets for Coventry and Wolverhampton.

LTP 2006 - Appendices 33 Cycling Strategy

Wolverhampton’s ‘Cyclewise’ leaflets cover such parking at rail stations, metro stops topics as cycling to work, maintenance and road and major bus stations'. confidence. 3.36 Thirty stations have been identified for the 3.30 As well as borough-wide maps, some provision / improvement of cycle parking, including Authorities have detailed maps of specific routes, cycle lockers and covered Sheffield stands. Cycle such as for the Walsall - Willenhall route and parking has been provided at the new bus stations Stourbridge - Withymoor route. Maps are either at West Bromwich and Wednesbury and at existing produced as specific cycling maps or are linked bus stations, for example at Bearwood. It will be with walking and/or public transport to form a more provided at , Stourbridge, Walsall and integrated map. Maps can generally be found at Wolverhampton Bus Stations. The rolling libraries and leisure centres or are available on programme of provision is expected to continue in request. further years.

3.31 All the Metropolitan Authorities have cycling Ways of Working related links on their websites. Sandwell's and Walsall’s websites include copies of their cycling Partnerships strategy and cycle maps. Wolverhampton also has a leisure route available as a download. 3.37 All the Authorities are involved in partnerships Birmingham has designs on an ‘on-line journey to deliver joint objectives or to bring in non-LTP planner’ as part of their website improvements. funding to support cycling. Sandwell Council has an ongoing partnership with British Waterways to 3.32 National Bike Week is the focus for many improve towpaths for cycling and with the local events around our Area. ‘Bike 2 Work’ day, ‘Bikers PCTs to deliver cycle training. Alternative funding Breakfast’ and ‘Dr. Bike’ are annual events in many sources are sought on an ongoing basis with an authorities. Sandwell Council is planning to ERDF application currently pending. Birmingham introduce a regular Dr. Bike service both for the City Council has an established partnership with general public and within schools. Dudley's 2005 British Waterways to improve towpaths and canal Bike Week ride attracted seventy riders, with access points. Sustrans are in partnership with a thousands attending a cycle festival at Buffery Park. number of the Authorities. Walsall Council will be identifying and making links to National Route 5, 3.33 Outside National Bike Week, regular rides Coventry City Council recently completed a Safer take place throughout our Area. ‘Cycling in Route to School as part of the NCN and Sandwell’ has a twice monthly family cycle ride and Birmingham City Council is considering further there are similar initiatives in Solihull and regional routes in addition to accommodating NCN Wolverhampton. Walsall’s Sustrans Rangers also 53 in the Eastside regeneration programme. lead monthly family rides. 3.38 Joint working on health and transport 3.34 Staff are encouraged to use green travel objectives is common; Coventry City Council is through a series of TravelWise initiatives. These looking to develop cycling on prescription and include a cycling mileage allowance, bike loan ‘wheels to work’ projects. Public transport schemes, pool bikes, secure cycle parking and integration is developed through partnerships with shower facilities. Centro and train operators, additional cycle parking at stations is proposed within all Authorities’ areas. Integration Specific local partnerships are developed to meet local needs, for example Coventry City Council are 3.35 Cycling combined with public transport working with a local charity to set up a cycling provides a convenient option for longer journeys. project and Walsall City Council works with the Cycling can significantly extend the catchment area Police to provide training and road safety education. of stations beyond walking distances and increase rail patronage. Centro’s policy statement states Consultation that: 3.39 All Authorities undertake consultation and 'Cycle and Ride is promoted for the liaison with users in order that schemes and local rail network and Metro Line One activities meet local needs. Walsall’s consultative through the provision of secure cycle group meets quarterly as does Birmingham’s Cycling Advisory group. Solihull’s activities are

34 LTP 2006 - Appendices Cycling Strategy

guided by a steering group who are looking to 3.43 Cycle monitoring is undertaken by all the develop their attendance at promotional events. Authorities in some form. Wolverhampton City The ‘Cycling in Sandwell’ organisation’s programme Council is to invest in portable monitoring equipment of meetings and newsletter provides consultation in 2005/6 and Walsall Council is proposing to install opportunities. automatic cycle counters on all new schemes and utilise data from School Travel Plans to monitor 3.40 The 2004 and 2005 consultations showed cycling levels. Birmingham and Sandwell Councils that cycling was a 'low middle' priority in a strategic produces an annual monitoring report setting out context when ranked against a range of other the year on year counts from their series of modal issues. automatic counters.

The Travel Plan Approach

3.41 If people are to be persuaded to take up cycling, there are several issues that need attention. In addition to the initial incentive to give cycling a try, it is likely that a combination of infrastructure, training and trip end facilities (parking and changing facilities) will be required to keep people cycling. Involving employers or destinations in providing facilities and promoting cycling to their staff or students is valuable. All Authorities are addressing school travel through a coordinated approach to these issues within a school travel plan. This is also being extended to commuter travel through Company Travel Plans and the TravelWise programme. Dudley Council’s own travel plan incorporates measures to encourage cycling and Wolverhampton City Council includes cycle promotion as part of their TravelWise initiative. Birmingham City Council produces a guide to setting up workplace bicycle user groups for TravelWise companies and are undertaking Safer Route to Work schemes focused on large employers in the south west of the city.

Targets

3.42 The number of cycling trips has been considered a serious enough issue to warrant being one of the national core indicators. A review of the local LTP2 target has been undertaken and it has been concluded that, given the declining trend, a 1% increase in the cycling index between 2003/04 and 2010/11 will be 'stretching'. This will be monitored by combining the available cycling datasets into an index (baseline of 100 in 2003/04) and updating the results regularly for the Annual Progress Reports. There may be a case for developing more specific local targets relating to initiatives such as Travel Plans and Safer Routes to School. This would reflect the work being promoted by Cycling England where a focus of attention will be to create 'beacons' of excellence rather than thinly-spread investment across the board.

LTP 2006 - Appendices 35 Cycling Strategy

36 LTP 2006 - Appendices Buses

Appendix 4 Buses 4.5 Over the last year, further technical assessments have been undertaken of the The Importance of Bus Services feasibility of developing the bus network in the way that WMAMMS recommended. This work has 4.1 Over 90% of public transport use in the included the trialing of a number of specific priority Metropolitan Area is by bus. Buses carry about measures and desktop designs of potential Super one million passengers every weekday, of which Showcase routes. It has identified that it is 75% do not have access to a car. Hundreds of impractical to develop a complete network of Super thousands of people are therefore dependent on Showcase by 2015 because there are fewer bus services for their everyday travel needs. corridors suitable for such treatment than People in some parts of the Metropolitan Area are WMAMMS had suggested and the timescales for more dependent than others, for example up to delivering such projects, which are likely to involve three-quarters of all households in the Aston and property acquisition and compulsory purchase, were Sparkhill areas of Birmingham do not have a car. overly optimistic.

4.2 Car ownership levels in the Metropolitan Area 4.6 The new approach is set out in detail in the are far lower than comparable conurbations in revised Bus Strategy which accompanies the LTP2. mainland Europe. Whilst traffic congestion is a It is based on a more measured and balanced problem now, the forecasts for traffic with a ‘do approach to these recommendations, alongside an nothing’ approach are far worse. With increased increased recognition of the need to improve bus prosperity, many existing bus users aspire to car services in local areas away from the main network ownership and there will be a worsening effect on to help improve the quality of life of people on low congestion if this translates into increased car use, incomes by assisting access to employment especially if during peak periods. Therefore, the opportunities and other facilities. image of bus services must be transformed from 4.7 Centro has received Rural Bus Subsidy Grant the poor image it has with many sectors to a (some £142,945 in 2004/05) since 2000/01. This genuine mode of choice, particularly at busy times. has been used to establish and support the Heart 4.3 A key objective of such an approach is to retain of England taxibus service, a demand responsive existing users, particularly for peak period journeys, flexibly routed service in the Meriden Gap between as they gain access to a car for the first time. Bus Solihull and Coventry which, as well as being services need to promote social inclusion, by available to the general public, replicates the Ring enabling people without a car to reach destinations & Ride service for the disabled that is available in easily. Operators need to seek to maintain and the urban parts of the Metropolitan Area. then increase their transport market share. Additionally, RBSG meets most of the cost of services 173 and 676 which are the only local bus New Context services in the area of South Solihull. It is also used to make contributions to 4.4 The West Midlands Multi Modal Study several contracted local bus services (WMAMMS) Report set out key recommendations that operate into the Metropolitan Area, for buses. It recommended that the current demonstrating our commitment to working in programme of Showcase routes should be partnership with adjacent authorities. Alternative expanded and that thirty such routes should be in funds secured by the Bus Strategy from Centro’s place within ten years. In the next slightly longer revenue generating initiatives will further support phase, WMAMMS recommended that a network of this and other similar initiatives. Super Showcase routes, representing a significant improvement in provision, is needed. Such routes Role of the Bus are often defined as Bus Rapid Transit or 'buses that think they are trams'. The Report goes on to 4.8 The bus will continue to be the main provider propose that the majority of the strategic urban bus of public transport in the Metropolitan Area. Its role network in thirty years' time should comprise Super in delivering LTP2 objectives is therefore Showcase routes totalling approximately 380 fundamental. The key opportunities to meet these kilometres. In addition, cross-boundary Showcase objectives are set out below. routes, totalling about 170 kilometres, should be 4.9 The Bus Strategy seeks the development of a improved and extend out of the Metropolitan Area 'turn up and go' network and local area services to to outlying peripheral towns. improve public transport. It includes operational,

LTP 2006 - Appendices 37 Buses

information and selective highway improvements Transport and the Regions in March 1999. This aimed at assisting specific local objectives such as contained a number of new policy initiatives which increased vitality and viability of centres and helping included a new framework for local authority improve accessibility to brownfield employment and involvement, statutory backing for Quality housing sites. This will bring improved conditions Partnerships and better bus information. for bus users and the community in general. 4.14 On a local level, WMPTA / Centro and other 4.10 Reflecting proposals in the revised Bus stakeholders are keen to see that national Strategy, the overall LTP2 strategy includes a objectives and targets contained in the WMPTA / continuing programme of investment in Centro 20-Year Public Transport Strategy can be infrastructure and traffic management / bus priority delivered in the Metropolitan Area. As part of schemes for the bus network including Showcase, ongoing discussions with the Government, primarily together with other measures such as Ring & Ride. through the Bus Partnership Forum, possible The primary purpose will be achieving increased legislative changes are being considered. In this accessibility for people who do not use a car and respect, the Department for Transport is seeking to increase the attractiveness of bus services and to implement changes to legislation on bus services, make them a mode of choice for people who might through a Regulatory Reform Order, including a otherwise use a car. The objectives and resulting proposal to allow the leasing of buses by Passenger actions follow Government Guidance on issues that Transport Executives to operators of contracted should be covered in a Bus Strategy. services. Also, guidance has also been issued on the procedure to be followed in applying for a 4.11 To fulfil its role in the urban renaissance of Quality Contracts scheme, which supplements the the Metropolitan Area, the revised Bus Strategy detail outlined in the Transport Act 2000. contains three overarching objectives: 4.15 Pressure to deliver improvements to bus To transfer some car use to public transport services will continue, especially with the predicted in the Metropolitan Area at busy times to increase in the levels of car ownership. It is reduce congestion and, at other times, to expected that there will be further work undertaken maintain public transport’s universality and by the Government and the stakeholders in the bus commercial viability industry to find the right policies that will meet the To enable people without access to a car to aspirations of current bus users and non-users. reach easily a wide range of education, training and employment opportunities Consultation To enable people without access to a car to reach easily a wide range of shopping, 4.16 Consultation on the 20-Year Public Transport service, health, leisure, community and Strategy highlighted improvement areas for bus entertainment opportunities provision in the Metropolitan Area. As part of this process, focus groups were established which 4.12 To achieve the above objectives, the revised uniformly identified the following key features for Bus Strategy outlines a vision of the quality required priority improvement as: for bus travel by 2011 with tangible service improvements across the whole Area that offer a Frequency real alternative to car use. This will require Reliability concerted action in four key areas, namely: Affordability Information Local Area Bus schemes Personal Security Interchange and District / Local Centre Integration Upgrades Showcase / Super Showcase routes 4.17 Recurring key themes from public consultation Complementary measures including improved undertaken across the Metropolitan Area include information and safety and security the need to improve bus services, particularly their reliability and image; and the need to improve bus Current Policies information and support for schemes such as the Outer Circle Showcase. Public consultation gave 4.13 A Bus Policy document 'From Workhorse to strong support for greater investment in public Thoroughbred: A better role for bus travel' was transport, in a balanced manner with bus, Metro published by the Department of Environment,

38 LTP 2006 - Appendices Buses

and rail schemes all meriting funding. The need 4.22 To meet people’s travel requirements more for better integration and the need for more effectively, buses have to form part of an integrated co-ordination with other initiatives were also cited. public transport network. The concept of an integrated 'Network West Midlands' is being 4.18 The revised Bus Strategy has been subject introduced progressively across the whole Area as to extensive consultation in line with the part of the wider LTP2 objectives. Concept maps requirements of the Transport Act 2000. The of how 'Network West Midlands' might look in the document was sent out to a number of consultees short and longer term, with the development of including Transport Users Advisory Committees, Super Showcase, more Metro lines and improved environmental groups, bus operators, business, rail services, have been produced. These are local authorities and members of the public. Market based on the approach that many European cities research through focus groups was also undertaken use to portray their integrated public transport to ensure that the strategy responded to users and networks using, for example local rail for longer potential users’ aspirations. distances into and across the Area and bus and Metro services for short and medium distance links. 4.19 The 2004 and 2005 LTP2 consultations asked specifically about the Bus Showcase network and 4.23 A key part of the Bus Strategy is to implement the outcomes showed that this was a 'high' priority the 'Network West Midlands' concept. This will be in a strategic context when ranked against a range achieved through a number of the Bus Strategy of other modal issues. policies including improved bus shelters and stops, information and ticketing. Establishment of the Strategy 'Network West Midlands' brand is a priority in the Bus Strategy. 4.20 Building on the progress achieved to date, the revised Bus Strategy was refocused to take into 4.24 Other improvements are also required to help account the issues and trends outlined in previous meet customer requirements over the strategy sections and to respond to WMAMMS which seeks period. This includes: substantial bus improvements, including Super Showcase routes, with extensive bus priority Easy-to-understand information at all stops; accompanied by traffic management measures an enhanced comprehensive telephone / such as ‘Red Routes’. internet inquiry service A series of personal security measures to 4.21 This Bus Strategy has a vision of the quality reduce concerns over getting to / waiting at required for bus travel by 2011. This scenario is stops, using buses, particularly for women one where everyone can see far reaching tangible and the elderly bus service improvements across the whole Complementary measures particularly tailored Metropolitan Area that offer a real alternative to car to retaining young people as public transport use. This will require concerted action in three key users after they leave school themes, namely: Implementing the Strategy Theme 1 - Service Delivery: This theme aims to provide and maintain reliable, 4.25 To achieve the 20-year Public Transport attractive and accessible high quality bus Strategy, a wide range of measures need to be services for the people in the Metropolitan implemented over the LTP2 period and beyond. It Area is important however to state clear priorities for the Theme 2 - User Confidence: This theme LTP2 period and the implementation approach that aims to create and maintain an environment is expected to be achieved through the revised Bus with the right level of information, customer Strategy. These priorities include: care and safety that allows people in the Metropolitan Area to take advantage of bus Developing a cohesive public transport image transport to encourage increased use of public transport Theme 3 - Infrastructure and Schemes: Providing a bus network that is easy to This theme aims to develop and maintain high understand by all members of the community quality infrastructure and schemes (including Bringing the required operational bus priorities), which are convenient and improvements to establish comprehensive attractive to the people in the Metropolitan Area and the service providers

LTP 2006 - Appendices 39 Buses

bus coverage and links to assist with the during those years, there have been radical economic revitalisation of the area changes to land use patterns in many parts of the Ensuring that buses are comfortable, Metropolitan Area. Looking to the future, it will be accessible and well maintained and vehicle necessary to review how bus routes and services design is compatible with current infrastructure can best serve needs and desires, particularly in design line with outcomes from Accessibility Planning work. Improving reliability, frequency and journey times through bus priority measures at 4.30 In the meantime, we will be working with all localised sites (spotlight schemes) whole bus stakeholders to implement the Bus Strategy which routes (as part of Showcase routes) has been revised to grow bus patronage from the Introducing better management of the highway 2003/04 level of 325 million passenger journeys to network through revenue measures such as 355 million per annum by 2010/11. This will require 'highway managers', improved parking close working between the PTA / Centro, local restrictions, enforcement and IT solutions authorities and bus companies to achieve improvements in the short term. 4.26 Making the whole journey experience as attractive as possible underpins the strategy, 4.31 Lack of revenue funding could be a factor in recognising that journeys usually start from home preventing the revised Bus Strategy from being with the need for understandable and accurate successful and this will need to be addressed by information and a pleasant walking to the bus stop, all partners in the bus industry, through discussions as well as the more obvious factors of bus stop with the Government. location and facilities, vehicle quality and reliability and access to desired destinations. The Bus Targets Showcase Handbook, which is currently being 4.32 Bus patronage has been in long-term decline revised taking into account lessons learnt, deals over the last forty years. In 1980, just over 500 with this as well most other factors that help million passenger journeys were made by bus in accessibility to and attractiveness of bus services the Metropolitan Area. Patronage has declined since and, although there were signs of a trend 4.27 An important issue to all bus users is bus stop location. It can sometimes be a contentious issue reversal in the late 1990s, only 325 million amongst local residents when existing stops are passenger journeys were made in 2003/04. moved or new ones introduced. Since the 4.33 Although this trend is unfortunate, it is de-regulation of local bus services in 1986, important to recognise that bus patronage in the operators have the ability to locate bus stops in line Metropolitan Area is at a high level, in terms of with how they believe they can best satisfy annual number of trips per person, compared to customer needs, subject to consultation with the other parts of the country. Furthermore, regional local highway authority and police to consider safety statistics show that the West Midlands is well above issues. The regular spacing of bus stops is also average when comparing annual bus trips per important to maximise access to bus services. person set against levels of household car Ideally all stops would be located as close as availability. possible to local facilities and in locations that have natural surveillance in order to minimise the fear of 4.34 In many cases the bus is only used if there crime. This is an important consideration in is no other alternative because the car is considered maintaining patronage and assuring new easier and more convenient to use. Many existing passengers that local bus services are safe to use. bus passengers will acquire a car in the foreseeable future, adding to the challenge we face. Car 4.28 The only practicable way of achieving the ownership in the West Midlands increased in the objectives of the Bus Strategy and LTP2, using last decade, as illustrated below, and there is no current legislation, is considered to be through the evidence that this trend is not continuing through use of Quality Bus Contracts. However, getting this decade. Quality Bus Contracts in place will be time consuming, perhaps taking five years to achieve across the Metropolitan Area.

4.29 It is recognised that much of the current bus network has been in place for many years and that,

40 LTP 2006 - Appendices Buses

Table 4.1 Percentage of households (car & vans) 92% of the Metropolitan built-up area to be - Source: Census 1999, 2001 - Office for National within 250 metres of a stop with a weekday Statistics daytime service by 2006 97% of bus services to operate within five 1991 2001 minutes of publicised times. No vehicle 40% 34% On routes where buses run at least every ten minutes, no more than 5% of service intervals 2 + vehicles 19% 24% should exceed 1.5 times the published service interval by 2011 4.35 Despite the decrease in the total number of Improve morning peak (08:00 - 09:00) bus bus passenger journeys and the increase in car speeds relative to private car speeds on use, significant increases in bus patronage have completed Bus Showcase corridors been recorded on main bus corridors where bus Reduce the chances of being involved in a priority measures and better facilities have been 'criminal' incident while travelling by public introduced. These improvements have been transport by 20% by 2011. accompanied by significant private-sector bus operator investment in new low-floor buses, route Projects and Programme branding and customer-care driver training. For example, the Tyburn Road Showcase saw a 7% 4.40 Key elements of the proposed programme increase in patronage during 2001/02, which include: contributed to a 38% growth over four years. The Line 33 Showcase experienced a 29% patronage The Coventry Quality Bus network increase in its first year of operation and patronage Area based Quality Bus Partnerships continued to grow by a further 23% between 1997 Showcase Network development and 2001 (an average of just under 5% per year). Bus Rapid Transit pilots Both routes have generated between 3% to 5% car Improved At-stop Information transfers. Safety and Security initiatives including the introduction of a Police Transit Unit 4.36 In future, improvements implemented through Community Transport schemes this Bus Strategy, in particular the impact of Network West Midlands branding, in conjunction Local Estate Improvement schemes with bus vehicle quality improvements, bus Further extension of Real Time information priorities, Red Routes, Super Showcase and provision increased traffic management enforcement, are Bus Stations and Interchange improvement designed to create a virtuous circle of increased programme use, increased investment, improved services, increased use and so on. 4.41 Details of the proposed programme will be influenced by the outcomes arising from the current 4.37 The principal LTP2 and Bus Strategy target Accessibility Planning work. (BVPI102) is to: 4.42 More detail can be found in the Bus Strategy Increase bus use from the 2003/04 base of that accompanies this LTP2. 325 million trips per year to 355 million by 2010/11.

4.38 The LTP2 also contains the following targets:

BVPI104: achieve levels of bus satisfaction of more than 60% by 2009/10, and;

83% of bus services operating between “1 minute early and 5 minutes late” by 2010/11

4.39 Additionally, the Bus Strategy contains Bus Performance Targets, as follows:

LTP 2006 - Appendices 41 Buses

42 LTP 2006 - Appendices Coach Strategy

Appendix 5 Coach Strategy energy efficient of any mode, particularly with the relatively high occupancy achieved' Role of Coaches Integration – Coach travel can frequently be used as a 'feeder' to other services. This is 5.1 Coaches carry large numbers of passengers particularly important for links to airports and at low cost. They are comparable with buses as between conventions, conference and leisure efficient users of road space and they provide both events and appropriate rail links operators and passengers with flexibility in routing and in the selection of origin and destination points. Present Situation Coaches play a significant role in the provision of long-distance travel and, to a lesser extent travel 5.3 A somewhat negative view of express coaches within the West Midlands region, commuter services is often found, in which they are often seen as part and in the provision of transport for specific groups of the traffic congestion problem, rather than an such as people with mobility difficulties and element within the public transport system. educational parties. Coaches also play a major However, even in areas of high coach activity, such role in supporting the tourism industry, partly as central London, such vehicles represent only 1 because they are a relatively cheap way to travel, to 1.5% of all traffic on major road links in the area. but also because they are a convenient way of 5.4 Coaches in our Area predominantly offer moving coherent groups and of keeping these express services. These provide longer distance groups together and under control. (usually no shorter than 35 miles) scheduled 5.2 Coach travel has a role within our LTP2 services from outside the commuter catchment strategy as set out below: area. Many express services are focused on Digbeth Coach Station, which acts as a national Economic Revitalisation – Coaches promote 'hub' interchange as well as being the terminal for economic revitalisation, particularly of our Birmingham. The Station currently charges £7 per town and city centres, as coach travel tourism coach visit to help meet operational costs, so is seen as important to sustaining businesses excursion coaches prefer to seek alternative on such as hotels and conferences and street pick-up and drop-off points. Other key supporting many of the Metropolitan Area's centres are Birmingham International Airport, important tourism and leisure attractions Coventry and Wolverhampton with other important Accessibility and Social Inclusion – Coach stops along transport corridors. travel provides a relatively inexpensive means of longer distance travel for those on low 5.5 The Authorities recognise that coaches play incomes (and particularly students). With an important part in supporting the diverse life of most coaches being new, well maintained and our Area. Coaches provide a convenient, reasonably comfortable, they can provide an economical and efficient means of moving groups attractive and convenient alternative to the of people around. Coaches provide effective car. Recent developments have seen competition for long distance and regional journeys. marketing of intercity services with budget Many of the larger seaside resorts are well served fares similar to the low cost airline network from our Area by the dominant operator. For many tour operators and organisers of other group Sustainable Travel Patterns – Most express activities, coaches represent the only practical way coaches can carry 45-53 people and therefore of organising their groups. The local authorities move large numbers of people around in support these activities. relatively little road space compared to car travel, thereby helping to reduce congestion. 5.6 The Authorities also recognise that the use of Recent EU legislation has increased the coaches can sometimes give rise to problems and length of coaches from 12 to 15 metres to conflicts of interest with residents, businesses Safety and Health – Coach travel is one of and other road users. There are also concerns the safest modes available. Also, the Royal regarding the compliance of coaches (and Commission on Environmental Pollution minibuses) with safety standards - an issue dealt Report on Transport and the Environment with by the police and VOSA vehicle inspectors. concluded that: 'express coaches are the most The adoption of a clear and consistent strategy can help to resolve these conflicts to the benefits of the whole community.

LTP 2006 - Appendices 43 Coach Strategy

5.7 The coach strategy will seek to encourage Provide a convenient access to the primary viable alternatives for longer distance / regional road network movements, to reduce congestion and improve the Must be secure, well signed and where efficiency of the highway network to move people possible, have driver facilities (even more and goods. important with the advent of the Working Time Directive which came into effect from April Consultation 2005)

5.8 The 20-Year Public Transport Strategy 5.12 The Plan recognises that Digbeth Coach identified the need to consider the role of coaches Station offers a poor passenger environment and in an overall transport strategy for the the the interchange with other forms of transport is Metropolitan Area. The need to recognise this role unsatisfactory. Proposals for the redevelopment was also identified in consultation on the 2003 LTP, of the existing Coach Station at Digbeth are being although it did not figure highly. Birmingham City developed by National Express supported by Council has undertaken annual research with the Birmingham City Council. The timescale for coach industry since 2000 and whilst there has completion is 2008 although this depends on the been a slight improvement in the satisfaction ratings outcome of negotiations with neighbouring year on year, there is still a need for better coach landholders around the Coach Station. This parking facilities and information in the City and at proposal replaces the earlier proposal for a new other key centres. regional coach station at Ludgate Hill / Great Charles Street in Birmingham. This was abandoned 5.9 The 2004 and 2005 consultations did not due to the inability to agree an appropriate scheme identify coaches as a mode about which to seek for the site. specific views and priorities. However, the statements about doing 'more to encourage safer 5.13 Wolverhampton currently has coach facilities motoring', doing 'more to tackle congestion', at Faulkland Street in addition to the investigating 'options for tackling congestion' and Wolverhampton Bus Station. In the longer term, it introducing 'more Red Routes' relate to coach is hoped to increase capacity for coaches at the operations. The first two statements were a 'middle' Bus Station that is better linked to the City Centre, priority, whilst the latter two were a 'low' priority. the Railway Station and taxi services.

Strategy 5.14 It is inconceivable that all the regular and occasional services could be accommodated within 5.10 There is a need for an approach, which proposed bus station upgrades - priority is likely to recognises and supports the positive aspects of be given, subject to space availability, to regular coaches while seeking to minimise and eliminate inter-regional services. There will continue to be a their adverse effects. A co-ordinated approach need for other pick up / set down facilities. covering the whole of our Area is necessary. To be fully effective, any strategy will require action Pick up / Set-down Facilities and Long Stay not just by local authorities, but by coach operators Parking and the tourism industry generally. Central government will have a role to play because of their 5.15 In addition to the development-led provision wider perspective. The key elements of our strategy of coach facilities, the Authorities will consider with are set out below. operators the need for on-street and off-street coach parking places and pick-up and set-down points. Coach Terminals In planning such facilities, account will be taken of proven and forecast demand, the impact on 5.11 The LTP2 Partners recognise the importance adjacent activities / frontages and the need to to of suitable long-stay facilities with the following implement relevant TROs to allocate on-street criteria: facilities for regular interregional services as well as vacation / leisure coach services. Facilities Be within easy access for passengers to key should be convenient and welcoming for destinations passengers without causing inconvenience or Provide good linkages with strategic public danger to pedestrians or other traffic. transport network Have close proximity to short stay parking 5.16 The Authorities will consider ways in which public off-street coach parking, whether provided

44 LTP 2006 - Appendices Coach Strategy

by the public or the private sector, can be secured LTP2s provide an opportunity for coach travel to as long term or 'permanent' provision. They will establish itself as an alternative to the car. This also keep under review, in conjunction with the may particularly be the case with express coaches appropriate strategic bodies, the strategic provision that, in the past, have drawn more passengers from of terminal facilities for coach services. There is other public transport modes. also a need to consider the Metropolitan area as an origin for many coach trips as well as a 5.20 The need to improve access and affordability destination. There should be sufficient and of travel to Birmingham International Airport for appropriate formalised points, with adequate signing coach travellers is recognised in the West Midlands and notification to the industry in order to ensure Regional Transport Strategy. The need for maximum usage. encouraging coach trips into the regional centres that reduce the number of car journeys and support 5.17 With regards to Birmingham, there are now the tourist trade is also recognised. 21 set down and pick up points (giving parking of 15 or 30 minutes) within the City Centre and the 5.21 Limited long-stay coach parking facilities are . This includes five new points currently provided in our Area so it is essential that provided in the past year, particularly to serve these are improved in order to meet demand, shopping trips to the Bullring. Work is also ongoing particularly at key attractions and within Town and for the provision of long stay parking for the NIA City Centres. Coach - bus and possibly coach - rail and ICC, City Centre attractions, shopping and interchanges are best for linking services, events. particularly to facilitate better baggage handling and porter services, as this can take place under cover. 5.18 The review of the Unitary Development Plans This would help to reduce kerbside congestion at in our Area provides the opportunity to include on-street sites and improve safety of loading appropriate standards for coach parking and pick luggage from both sides of vehicles. up / set down facilities at new developments such as major visitor attractions, hotels and events. Key 5.22 In terms of competing directly with high-speed to this are the following: rail services on trunk routes into the centre of the region, the express coach may be seen as 'second A need for effective communication of all best'. However in terms of accessibility to where coach parking facilities to the coach industry people live, regular coach services and private hire - marketing and promotion, maps, information can be tailored to meet a more localized role with on events, etc local pick-up and set-down locations. A need for relationships between local authorities and the coach industry to be 5.23 A more integrated approach to transport, in improved. Birmingham’s work in this area has terms of organisation, infrastructure, information been recognised in various award schemes and ticketing, may lead to more coach services as including the Beacon Council Award operated feeders for the rail network. As coaches become by the Office of the Deputy Prime Minister. more widely regarded as a relevant transport mode, Under this scheme, Birmingham's workshops they will be used to justify: on best practice have created interest with local authorities such as Dudley, Walsall and new bus priority measures, for example on Wolverhampton in working more closely with trunk roads and for the coach industry the inclusion in bus priority measures A need to educate drivers on issues such as their integration into wider fares and ticketing the environment (leaving engines running, structures etc.) - refer to the Code of Practice for 'Coach 5.24 Moreover, if policies to reduce the use of the Based Tourism’ car are pursued more vigorously, there will be a Integration substantial shortfall in public transport provision, which needs to be made good. Coaches may play 5.19 Perceptions of coaches and the role that they a part in filling that gap, perhaps offering more can play in providing for travel needs are changing. commuter focused services like those that are now In policy terms, the Government’s previous common-place in London. emphasis on integrated transport and element of Guidance Guidance that meeting the needs of longer distance travellers should be addressed in

LTP 2006 - Appendices 45 Coach Strategy

Vehicle Accessibility the Pool Meadow Bus Station which includes an indoor waiting area with facilities and toilets next to 5.25 Due to the nature of their design, modern a taxi rank and with a small amount of short-stay coaches in general are not readily accessible for parking. Tourist coaches coming into the City mobility impaired people, due to having high level mainly visit the Cathedral and drop passengers in passenger seating areas. The industry will need front of the building before moving away to a layover to respond to this challenge through improvements area for the 45 minutes or so that is normal for the in design or adaptation of existing fleets if their full visit.There are currently two coach spaces in Priory potential is to be realised. All new coaches are Street and more are being sought on-street in now required to be wheelchair accessible. A Fairfax Street following the completion of an wheelchair accessible coach was launched at the environmental scheme in Priory Street. Tourist NEC during the 2005 Coach & Bus Exhibition. By coaches going out of the City can use the Pool st 1 January 2020,. all coaches will have to be Meadow facilities or wait on-street in Fairfax Street. wheelchair accessible. In association with this, coach drivers need to be fully aware and trained of Walsall the needs of disabled people. There also should be consideration of a greater presence in Bradford Place Bus Station - The development Birmingham of continental coaches where they will of this Major Scheme is taking into consideration require a facility to set down and pick up on the right provision for coach stops. Options exist to hand side. accommodate such facilities into the proposed development at Bradford Place, or to transfer more Co-ordination scheduled local services from the existing St Paul's Bus Station, permitting coach stop facilities within 5.26 The Authorities will initiate liaison with each St Paul's. other to exchange information, to co-ordinate any actions relating to coaches which they propose to Walsall Parking Review - In addition to the above, take and to eliminate as far as possible any consultants have been appointed to undertake a significant cross-boundary differences in practice. full review of parking provision within Walsall town There will be a greater two-way dialogue with the and district centres. This will provide the basis of industry on serving coaches needs and demands a revised parking strategy for the Authority. The and also how to encourage services to stop at more review includes an assessment into the options for destinations. providing additional coach parking facilities, particularly within the town centre. Projects and Programme Wolverhampton 5.27 The five year programme contains a number of specific schemes designed to assist coaches 5.31 The Centro Major Scheme to redevelop the namely: Wolverhampton Bus Station will improve capacity and facilities for coaches. This will ensure close Birmingham integration with taxis, the railway station and local bus services. The residual need for further coach 5.28 Digbeth Coach Station Redevelopment - parking will be evaluated in the light of the Centro Digbeth Coach Station is the third busiest coach scheme. station in the UK and a major gateway to the region. The aspiration is for a world class facility 5.32 Other schemes in the programme such as and it is hoped that the redeveloped Coach Station bus lanes, highway improvements and parking will be open in 2008. enforcement will also assist in the movement of coaches. 5.29 New Coach Parks - Two new coach parks to provide off street parking facilities for the NIA / ICC area as well as a general off street facility for the City Centre.

Coventry

5.30 In Coventry, long distance scheduled coaches (National Express, etc.) have a dedicated facility at

46 LTP 2006 - Appendices Car Strategy

Appendix 6 Car Strategy disabilities, it provides enhanced access and greater equality . It also offers an economic Role of Cars way for families to travel together. The cost of owning and maintaining a car, whilst falling 6.1 In the last century the car brought mobility, in relative terms, can be a very significant freedom and prosperity to millions, it changing lives proportion of total household expenditure. It and the structure of society. It is the major and is clear that those households at the lower most important mode of travel in the Metropolitan end of the income range spend a Area. It enables those of us with access to a car proportionately higher percentage of their to go almost anywhere at any time for any purpose. overall income on car ownership and travel. The use of cars for business can improve efficiency It must also be recognised that there are also and, as individuals, we can travel together significant numbers of people who do not have reasonably securely with family, friends or access to or chose not to rely on the car for colleagues. Car ownership increases opportunities; their transport needs. Providing for car users in the West Midlands car owning households make must be balanced with providing alternative 78% more trips than households without cars. means of transport, including public transport, However, by the end of the 20th century it became taxi, private hire, walk, cycle. This can mean increasingly recognised that too many cars also some people will be able to do more with their brought problems for those suffering the direct income and support those who do not wish to consequences of car use (delay, unreliability, etc.) use a car and indirect (accident casualties, noise , pollution, Sustainable Transport Patterns – It is severance, etc). generally recognised that increasing car availability and the subsequent increase in 6.2 The design, manufacture and assembly of cars car travel is not sustainable in itself and, over and car components continue to be major sources the years, it has encouraged a less of direct employment and economic wealth for our sustainable pattern of land uses. This has Area. We have developed from these activities contributed to increases in long distance peak specialist skills, training facilities and experience period commuting and the decline of the benefits of which are increasingly being sought traditional centres. The Regional Spatial by rival areas across the globe. Car manufacturing Strategy (RSS) sets out to reverse these contributes to the region's economy. It creates jobs trends and this LTP2 supports this by and contributes significantly to the national GDP providing alternative, more sustainable, means both directly and indirectly. of transport where this might be appropriate, and by promoting land-use development to Economic Revitalisation – If new industry encourage walking and the use of public and commerce, including car related, is to be transport. In the rural parts of our Area and attracted to our Area to continue its in the evenings / overnight, it is always not regeneration, access to the premises by car viable to provide frequent public transport. will be an important consideration. There are Ring & Ride only operates between 8 am and a number of highway improvements 11 pm. Cars and taxis or private hire vehicles programmed within the LTP2 specifically are often the only means of travel outside designed to enhance access to commercial these times. or industrial sites. The use of the car is Safety and Health – The use of the car is essential for many business purposes, currently a major contributor to harmful particularly in service-led aspects of the pollutants in the atmosphere and to a large economy. Easy access by car to the main number of road crashes. Another of the retail centres is an important contributor to harmful effects of car travel is the extension their viability of sedentary life, without exercise. This is Accessibility and Social Inclusion – The particularly important for the many children availability of a car generally enriches the lives who are now driven to school rather than walk of those families that have them. It provides or cycle, witnessed by rising trends in child enhanced mobility particularly for the sector obesity and associated health problems. of the population who require the convenience Integration – Some medium and many long of a car especially outside normal public distance car journeys include various amounts transport service hours and across radial of travel along busy radials where the worst service routes. For those with mobility congestion occurs. Ideally these journeys

LTP 2006 - Appendices 47 Car Strategy

should be transferred to public transport over usually relate to high flow strategic corridors and their entire length or at Park & Rode sites the ripple effect from them. Here high quality, before they use congested sections of the reliable, public transport will provide the effective highway network. This interception does rely alternative as well as a vastly improved service for on a high level of integration, both physically non-car users. and of timing, but is achievable. Park & Ride is already seen by the public as something Present Situation they would like to see increased and will be a major feature of this LTP2, strategically and 6.6 The ownership and use of a car brings locally independence, improved accessibility, increased For People with Disabilities – The car is also job opportunities, creates opportunities for the most accessible means of transport for recreation and leisure visits and supports a many disabled people who would find getting significantly different lifestyle than that which existed out and about without their own private half a century ago. transport arrangements much more difficult 6.7 Car manufacturing is also a major industry, 6.3 A balance needs to be maintained between particularly so here in the West Midlands where car benefits and disbenefits. Whilst the benefits a some 75,000 people are directly or indirectly car can bring are recognised, they are not available employed in the manufacture and maintenance of to everyone. Cars, even in peak periods, are often the motor car. Land Rover in Solihull has the occupied by only one person. Whilst 35% of largest employment of any car plant in the country. households have no car, in those that do, it is only During 2005 MG Rover and Powertrain entered one or two members that have the use of it. The into administration with a loss of 6,200 employees. others, amounting to 53%, have to make their daily journeys without it. Car use is not available to 6.8 However, the increased use of the car has young people and to many elderly people, except brought with it its own problems. Many as a passenger and this often means the car being developments have been located on sites which used as a 'taxi' doubling the mileage and impact of are attractive to car borne trips. These locations such journeys. are not necessarily accessible to people without their own personalised transport. Land uses have 6.4 Many of the adverse effects of the car fall on become more dispersed and travel distances non-car users. The infrastructure of roads and between home and job have expanded increasing parking places can dominate an urban environment economic and environmental costs locally and particularly in and around centres, making for a globally. There is therefore, a growing gap between much less attractive and less healthy place for those that have a car and those that do not, with people. Cars are the main contributor to traffic flow most of the resources that have been put into and therefore to noise, congestion and to transport infrastructure over the last century going associated costs. to support the increase in demand for car based travel. Citizens without access to a car, whether 6.5 The dilemma with car travel is that whilst, at through choice or not, are limited in their their best, we cannot live without them; at their opportunities for choice. worst we cannot live with them. The worst aspects

Table 6.1 Main Mode of Transport to Work

Main Mode of Transport Car / Van Motor Bus / Bicycle Rail Walk to Work (%) / MiniBus Cycle Coach

Metropolitan Area 74 - 1 12 3 9

Rest of W.M. region 81 1 2 4 - 11

increasing problems for parking at both ends of the 6.9 The increase in use of the car has brought with journey, whether that be in town and city centres it congestion with resultant pollution and road or at land uses scattered throughout the region. crashes which affect the whole community. The increased number of vehicles owned is creating

48 LTP 2006 - Appendices Car Strategy

6.10 It is now generally accepted that it is not 6.11 The 2001 census indicates some 66% of the possible to increase the amount of road space to Metropolitan Area's households have access to one keep pace with the increase in demand for car or more cars. However, in many of the central travel, as recognised by Government ministers -it areas and inner urban housing estates, car is not possible to build ourselves out of congestion. ownership is much less. In Birmingham's Aston Our transport strategy must therefore be one of ward the car availability figure is just 40%, meaning seeking a more balanced situation by providing that almost 60% of households do not have a car. satisfactory alternatives to the private car where Elsewhere, car availability is higher, for example in they can be provided effectively but recognising Solihull the figure is almost 80% ( see 6.11). that car travel will continue to increase and be a very important aspect of the economic and social well-being of our Area.

Table 6.2 Household Car Ownership West Midlands County, 2001 (Source: Census 2001)

Cars per No cars One car Two cars Three + All house- Cars per adult (18+ % % % cars % holds % household yrs)

B'ham 38 42 16 3 100 0.86 0.47

Coventry 33 44 19 4 100 0.95 0.51

Dudley 25 43 25 6 100 1.14 0.60

Sandwell 37 43 16 3 100 0.86 0.46

Solihull 21 41 31 8 100 1.28 0.68

Walsall 31 43 21 5 100 1.01 0.53

W'ton 35 43 21 5 100 0.92 0.49

W Mids 34 43 19 4 100 0.96 0.51 County

England 27 44 24 4 100 0.96 0.59 and Wales

the price of new cars reducing in real terms, it is 6.12 Even taking the average car availability of expected that car ownership will increase year on 66% of households with access to a car, the year. However increased car ownership does not availability of cars to individuals who might wish to necessarily have to lead to increased use. Our travel is less than 50% because of age 'Smarter Choices' work will help car owners to travel considerations and need to have a driving licence by alternative means when appropriate, ranging Therefore, well over one million residents in our from walking to local facilities or taking public Area are reliant on other modes and another person transport for journeys into or through congested to meet their daily travel requirements. locations. There is a legal lower age limit to owning a license to drive a car. It is recognised that at the 6.13 Table 6.3 ‘Car Ownership’ illustrates the other end of the age range constraints are imposed increase of car ownership in England and Wales through declining powers or physical disabilities. It over the last decades. is important that their are schemes for older drivers including advice on vehicles, help with the transition 6.14 There is no indication that car ownership in from driving to other means of mobility, home itself is likely to decline in future years. Indeed, with location etc.

LTP 2006 - Appendices 49 Car Strategy

Table 6.3 Car Ownership

English % Met Areas All Areas All Areas All Areas All Areas All Areas All Areas WM Met House (excl. 1985/86 1989/91 1992/94 1995/97 1998/00 2001 Area 2001 Holds London) 2001

0 car 38 33 33 31 28 27 32 34

1 car 45 45 44 45 45 44 43 43

2 car 15 19 20 21 22 24 21 19

3 car 2 3 3 4 4 5 4 3

On other drivers - time and fuel through 6.15 Evidence from the National Travel Surveys congestion indicates that much of the increase in vehicle On other people - both travelling and trying to mileage on our network is not being caused by enjoy life increased numbers of trips but by longer journeys. It is also clear that the greatest increase of travel 6.18 Enforcement measures ensure individual is within the leisure and recreation market that contribute their legal responsibilities towards the frequently occurs at weekends but is also costs of their travel. Authorities have taken on increasingly occurring in off peak weekday travel Decriminalised Parking Enforcement (DPE) powers, periods. WM Police initiatives (using number plate recognition technology) enable regular checks to 6.16 Whilst the increase of vehicle mileage at peak be made that vehicles are taxed and drivers are times within our Area area has been relatively slow suitably qualified to drive and insured. Similarly (of the order of 1% per annum) the increase in off checks are made to ensure public transport users peak and especially at weekends has been much have paid the appropriate fare. greater. This is partly due to increased leisure, shopping, and recreational uses but is also due to 6.19 Detailed analysis undertaken with the the effects of peak spreading and, to some lesser transport models has indicated that, over the ten extent, an increase in home working on one or more years from 2001 to 2011, travel growth by car is days a week. Longer distance travel on the major likely to increase by some 15%. This is made up trunk and motorway network is leading to much of a lower figure during the peak times and a higher higher growth rates on those parts of the network. figure in the off peak.

6.17 People view the cost of travel by car and by 6.20 With some strategic road widening and a few public transport, in different ways. The perceived limited relief road schemes, the amount of road cost of travel by car usually relates only to the space that exists within our Area will remain immediate marginal costs (petrol and parking) and relatively constant for the foreseeable future. Hence so does not include the more significant costs such it is clear that there is going to be an increased use as buying the car, depreciation, maintenance, of the existing road network which will lead to annual vehicle licence and insurance. Therefore greater congestion, slower speeds and higher travel on public transport appears to be more pollution unless this demand is better managed.. expensive because it has the higher marginal cost One of the key strategies of the LTP2 is, therefore, for the car owner. When more than one person is to ensure that the highway network is operated as travelling it often appears even more financially effectively and as efficiently as possible. advantageous to go by car. This disparity, based on marginal costs, can be reduced but not closed. 6.21 Against the background trend of higher car It will be necessary to make drivers aware of the ownership and higher car use, it is important that wider costs: any changes in the future land use planning of the region gives greater emphasis to the concentration On themselves - time of activities in our existing town and city centres. This will help to restrict any further growth in the

50 LTP 2006 - Appendices Car Strategy

average trip length. With higher concentration of 50%. Understandably, there is considerable activities in centres, there is a prospect that we support for 'carrot' measures, but less enthusiasm might be able to start reversing the trend of longer for 'stick' measures. This confirms other local trip lengths, but this is likely to be a long-term task. research which has established that most people All the policies to achieve this are in place - understand and support the reasons why drivers nationally, through PPGs and PPSs, regionally, should reduce their car dependency but would through the RSS and RTS, and locally, through prefer not to have to change their own personal UDPs and emerging LDFs. behaviour. Investment in travel awareness campaigns will be essential to encourage a change Current Policies in attitude to the point where people are willing to change their own behaviour for the common good. 6.22 The car currently plays a major role within the strategy for transport in our Area and this will 6.26 There was recognition that the region suffers continue into the future. Car travel is by far the from the poor reputation that arises from delays on largest single mode of travel used by residents and our motorways and hence there was a general visitors to the Area. It is vital to the economy and acceptance of the benefits that may flow from the to the well-being of local people. M6 Toll and action to address other congestion problems on the motorways. 6.23 The LTP2 recognises the value of cars and will build on their advantages for essential journeys, 6.27 There was growing concern over the though greater emphasis will be placed on increasing inequality between those that have a car ameliorating problems. A more inclusive balance and those that do not and recognition that closing will be established by reducing the necessity of this gap was an important element in reducing travelling by car whilst improving the efficiency of social exclusion. But for many job opportunities, it the existing highway network. This will be achieved was recognised that access by car was the only by land use policies, Red Routes and UTC realistic option and that this situation was likely to schemes, improving travel by public transport and remain for some considerable time. making other alternatives a realistic choice for drivers particularly where conditions are the most 6.28 Most participants were concerned about the difficult. Some of the most significant measures for harmful effects of vehicle pollutants and would peak hour journeys is to expand Park & Ride welcome ways that this might be reduced. facilities, and to promote car sharing, for example by introducing High Occupancy Vehicle lanes and 6.29 The 2004 and 2005 consultations asked setting up 'car sharing databases'. Together these specifically about 'spending more on building roads', policies will release some capacity to facilitate 'spending more on highway maintenance' and 'doing essential car trips whilst smoother conditions will more to encourage safer motoring'. The outcomes reduce environmental disbenefits. Alternative of both consultations showed, in a strategic context , provision for parking for these essential movements that 'spending more on highway maintenance' was (for example for commercial use and by people with the second highest priority, 'doing more to disabilities) is important as is better travel encourage safer motoring' was a 'middle' priority information. The impact of this new balance will and 'spending more on building roads' was the also be to reduce local and global pollution effecting bottom priority when ranked against a range of other people not driving, pedestrians and residents. modal issues.

Consultation 6.30 The 2005 consultation contained two additional statements about traffic congestion. Tackling congestion was a 'high middle' priority 6.24 Consultation for this LTP2, reported in Appendix 1 ‘Consultation’, focused on a review of whilst investigating options for tackling congestion priorities for the strategy established following was a 'low' priority. Both statements received extensive consultation for the WMAMMS, the 2000 strong support, the former more strongly than the and 2003 LTPs, local transport strategies, etc. latter.

6.25 Earlier consultation revealed that the idea of Strategy working and shopping from home (to reduce car dependency) attracted modest support from 48% 6.31 The LTP2 Strategy aims to create conditions and was opposed by 23%. A reduction in commuter for a thriving sustainable, vibrant community where parking is far less popular and opposed by over people want to live and where businesses can

LTP 2006 - Appendices 51 Car Strategy

develop and grow. As part of achieving this vision, 6.37 Many of the policies relating to the use of the we recognise the freedom that access to a car car are a theme running through the LTP2. In gives. We also want to support the regeneration particular, these are covered in the the Congestion, of the Area and proposals for housing and Safety, Accessibility and Air Quality strategies and employment growth. However, we want to avoid in the following appendices: the Area being continually recognised as a national congestion 'hot spot'. We aim to improve the Appendix 7 ‘Red Route Network’ efficiency of the existing network, provide better Appendix 16 ‘Parking Strategy’ quality, more substantive, alternatives to the car Appendix 17 ‘Air Quality, Noise and Climate and encourage a society that is less dependent on Change’ its use. Appendix 18 ‘Road Safety Strategy’ Appendix 19 ‘Safer Routes to School Strategy’ 6.32 We must recognise that the economic viability Appendix 26 ‘Highway Maintenance Strategy’ of the region is largely founded on the manufacture Appendix 30 ‘Travel Information Strategy’ of cars and that this and other manufacturing processes require effective movement of freight Targets and hence a high standard of highway network. 'Making the best use of the existing transport 6.38 Whilst a principal aim of he overall strategy network' and 'targeting investment in infrastructure is to make more efficient use of the existing to support regeneration' are therefore principal aims networks, this will not be able to cope with the of the strategy. This will be assisted by the forecast increases in traffic flows without additional powers provided by the Traffic complementary policies to reduce the need to travel, Management Act and the policies of partner use alternative modes, etc. In addition, we shall organisations such as adjoining Local Authorities be seeking to reduce the contribution of extensive and the Highways Agency. use of the car to air quality and safety problems. Targets included in this LTP related to car use are: 6.33 Because the future is unlikely to see any significant increase in road space, a significant BVPI99 (x) - mandatory target in DfT proportion of the resources is to be allocated for Guidance: 40% reduction in all KSIs from improving the quality of the maintenance of 1994-98 average to 2010 and a 30% reduction highway, bridges and street lighting. We shall also from 2004 to 2010 undertake a range of limited traffic management BVPI99 (y) - mandatory target in DfT measures, particularly aimed at achieving 'quick Guidance: 50% reduction in child KSIs from wins' relieving congestion 'black spots' and road 1994-98 average to 2010 and a 35% reduction crash cluster sites. Enhancement to telematics to between the 2002-4 average and the 2008-10 link and co-ordinate the increasing number of traffic average signals is also a priority. BVPI99 (z) - mandatory target in DfT 6.34 A recent policy initiative, endorsed by Guidance: 10% reduction in slight casualties WMAMMS, that will be of direct benefit to a range from 2004 to 2010 of highway users, including cars is ‘Red Routes’ on LTP2 - mandatory target in DfT Guidance: the whole of the strategic network promoting no more than a 7% increase in road traffic efficient safe traffic movement. mileage between 2004 and 2010 LTP6 - mandatory target in DfT Guidance: 6.35 A further new policy, the first phase of which no increase in AM peak traffic flows into the was introduced in late 2005, is Active Traffic nine LTP centres between 2005/06 and Management on the M42. Conceived by the 2009/10 Highways Agency, it has been recommended for LTP7 - mandatory target in DfT Guidance: wider application by WMAMMS. The effectiveness on target routes accommodate an expected of the scheme is being closely monitored. increase in travel of 4% with a 5% change in journey times 6.36 The strategy attempts to attain the correct LTP8 - mandatory target in DfT Guidance: balance between providing the freedom for people reduce the average level of NO by 1% to undertake essential business around our Area 2 by car, whilst providing viable alternatives that would enable and encourage many people to use other modes for their necessary travel.

52 LTP 2006 - Appendices Car Strategy

between 2004/05 and 2010/11 in the areas Provisionally Approved Scheme

where NO2 exceeds the national objective Other LTP priority confirmed by Leaders: Walsall Town Centre Transport Package no more than a 7% increase in the total cost Brierley Hill Sustainable Access Network of delay on the main road network (excluding Selly Oak New Road buses) between 2004 and 2010 Owen Street Level Crossing Strategic Development Area Projects and Programmes Other Regional Priority Schemes 6.39 Progress towards the LTP2 objectives and targets is to be achieved through a range of policies West Midlands UTC and proposals. These include regional and local A41 Expressway / A4031 All Saints Way development location policies, the improvement Junction Improvement programmes funded through the Integrated A4123/A461 Burnt Tree Island Improvement Transport block, initiatives of partner organisations, Brownhills Transport Package conditions and Section 106 payments linked to Chester Road (A452) Access Improvements planning permissions, etc. In addition, there are a Longbridge Link number of Major Schemes (costing over £5 million) aimed at improving the efficiency of the network, West Midlands Red Routes II enabling and promoting regeneration and tackling Brinsford Park & Ride a limited number of congestion 'hot-spots'. The five Wolverhampton i54 Access year LTP2 reflects the proposals to enhance the highway infrastructure of the region set out in the Other Metropolitan Area Schemes Regional Spatial Strategy (Table 12.2 - Highway Improvement Schemes and Table 12.3 - Industrial Schemes with Provisional Approval - Not Yet and Commercial access scheme); and recent work On-Site on Regional priorities. The programme is detailed in the Implementation Chapter of the main LTP2 Wolverhampton Centre Access, Interchange document. and Integration Owen Street Level Crossing Relief Road - 6.40 Major Schemes of particularly interest to car Provisional Approval users are: Awaiting Early Decision Metropolitan Area Schemes Already On-site Longbridge Strategic Park & Ride Outer Circle / Radial Routes Town Centre Strategy Requiring Further Work Red Routes Network Package 1 Dudley Road (A457) Strategic Route Northfield Regeneration Schemes Improvement Phase 2 Longbridge Link, Birmingham Highway Agency Schemes Minworth Link Road, Birmingham Birmingham Eastside ATM on M42 - recently implemented and Swanswell Regeneration Coventry being monitored for possible roll out to other Canley Western Access Coventry motorways Junction 10 (M6) Improvements, Walsall Tollbar End junction improvement Major Rail Park & Ride and corridor Regional Priority Schemes In The Metropolitan enhancements Area Walsall - Brownhills Corridor East Birmingham / North Solihull Mobility & Committed schemes Access Project

A38 Northfield Regeneration 6.41 In addition to the Major Schemes, the LTP2 Cradley Heath Town Centre strategy is supported by a range of smaller Red Routes Phase 1 schemes including 'quick wins'. Examples include schemes to enhance the Birmingham Ring Road

LTP 2006 - Appendices 53 Car Strategy

and Blackheath town centre. All Authorities develop these local schemes to improve highway efficiency and enhance the opportunities for regeneration and integration. A programme has been established to maintain the highways (Appendix 26 ‘Highway Maintenance Strategy’) and bridges (Appendix 28 ‘Bridge Maintenance’).

6.42 Further schemes and priorities may arise following the consideration of the , Coventry / Warwickshire / Solihull and City Region Studies

54 LTP 2006 - Appendices Red Route Network

Appendix 7 Red Route Network role to play in addressing other transport problems and contributing to their related strategies. The Background Red Route project aims to mitigate these problems by matching the quantities of different types of traffic 7.1 Congestion is a recognised problem in the management improvement to the type and scale of Metropolitan Area, particularly at peak times. Traffic the problems identified on each route. As a result, jams and delays affect businesses and local it comprises a wide range of measures that communities and threaten the competitiveness of contributes to the five LTP2 objectives as follows: our Area and our quality of life. Furthermore, Economic Revitalisation - The schemes are congestion analysis has shown that traffic speeds aimed at reducing traffic congestion on the are continuing to decline, peak periods are strategic route network and on major Bus extending well beyond conventional peak hours Showcase routes. This is turn will assist all and the costs of congestion in terms of delays are vehicle users including freight. In particular, forecast to reach £2.5 billion in 2006. the experience of the system in London was 7.2 The historic growth in travel demand has that reliability was significantly improved. This contributed to this decline placing an even greater is particularly important for business strain on the road network and is set to continue operations and freight deliveries with forecasts of an extra 242 million trips between Social Inclusion and Accessibility - The 2001 and 2011. As a result, the need to make more reduction of travel times and the improvement efficient use of existing road space, which was on the level of reliability will be of direct benefit identified as one of the key issues in the WMAMMS to bus services, therefore assisting the overall report, is an key element of the transport strategy. accessibility of the network to a wide range of potential users. In particular, the 7.3 There is abundant evidence of extensive enhancement of bus services will directly conflicts between different road users and various benefit those less able to use cars. The types of kerb-side activity. The badly parked car, development of 'Network West Midlands' will the lorry loading on the highway, the person who largely be progressed along the roads that stops at a cash machine in the High Street; each are to become Red Routes can cause delays to other road users. These delays Sustainable Travel Patterns - The strategy affect other travellers, those in cars and those using will benefit public transport and, by tackling buses or carrying goods. In one example, from traffic congestion, should reduce the amount studies on the A34 Stratford Road, it was shown of fuel being used by all vehicles and, that the incidence of illegal parking on the therefore, total emissions. These benefits carriageway in peak periods was at least one linked to the wider benefits of other elements vehicle every 74 metres and 160 vehicles over the of the strategy will contribute to a more whole route causing unnecessary and sometimes sustainable pattern of travel dangerous restrictions on movement. Safety and Health - One of the key outcomes of the original work undertaken in London was Role of Red Routes a decrease in accident rates. In part, this was accomplished by providing more pedestrian 7.4 One of the key proposals in the WMAMMS crossings and improved pedestrian was the development of a comprehensive network environments. The wholesale review of a of Red Routes designed to keep traffic moving more route, which would accompany the efficiently on existing key strategic routes by, for introduction of a Red Route, is likely to lead example better management of parking and to improvements in highway design and loading. Red Routes help traffic move more freely layouts. The reduction in congestion will lead without being obstructed by illegally and to lower traffic emissions improving the dangerously parked vehicles. Red Routes also atmospheric conditions thus leading to better ensure that parking arrangements for blue badge health holders, businesses for loading and unloading or Integration - The schemes being proposed short stay spaces are not abused by people not are to include all major Bus Showcase routes entitled to use them. - indeed bus based street furniture is to be upgraded as part of the introduction of a Red 7.5 However, Red Routes are not just about better Route if this has not already been undertaken controls on stopping and they have an important as part of the implementation of a showcase

LTP 2006 - Appendices 55 Red Route Network

scheme. Red Routes will be fully integrated be approved for the wider roll out of the project. with bus systems, UTC projects and other Advice was also given concerning the 'packaging' transport investment of the project, specifically to prepare individual submissions for a rolling programme of five 7.6 In addition, Red Routes have an important role packages rather than a single whole network. to play with regard to network management duties Subsequently, in July 2004 , a Major Schemer was placed on local highway authorities under the Traffic prepared and submitted to the DfT for the appraisal Management Act, 2004. It is the duty of each of Package 1 of the network comprising a authority to manage their road network with a view 130 kilometre network of proposed Red Routes at to achieving, so far as may be reasonably an estimated cost of just under £28 million. practicable having regard to their other obligations, Approval was given by the DfT in December 2004 policies and objectives to secure the expeditious and work is being progressed by the four authorities movement of traffic on the authority’s road network in whose areas the Red Routes pass. and on road networks for which another authority is responsible. Results in Solihull

7.7 The LTP Authorities also share, with their 7.11 The initial improvements on the A34 Stratford partners, a vision for the Metropolitan Area which Road through Solihull (one of the pilot routes) were is reflected in a long term Transportation Strategy, completed in September 2003. Monitoring was whose principal aims are to: carried out in February 2003 and then in April 2004 and the results of this are summarised as follows: Make the best use of the existing transport network Overall journey time savings for all traffic of Enhance the quality of the public transport on 7.2% with improvement in journey time offer reliability of about 6% on average Target investment in infrastructure to support Improvement in bus journey times of about regeneration 10% and reliability around 6% Initial findings are encouraging showing a 7.8 The Authorities aim to achieve this vision halving of accidents over a five month period, through the LTP2 objectives of tackling congestion, although it is too early to be able to reliably improving accessibility, reducing pollution and quantify making transport safer for all. Clearly the Red Illegal parking fell by 62% Routes can play a significant part in helping to Initial surveys suggest an improvement in address each of these issues to varying degrees. pedestrian footfall and side road entry treatments have improved accessibility Development of the Red Route Network The surveys confirm no negative impact on the shopping centre 7.9 The development of the Red Route network is one of the key elements of the LTP2, having been 7.12 Initial results are encouraging and show what one of the recommendations contained in the can be achieved with a comprehensive treatment, WMAMMS. Following consultation with the DfT in even though the A34 in Solihull is a relatively short 2002/03, agreement was reached to implement section. It is expected that implementation of the three demonstration or pilot routes and work remaining two pilot routes will be completed in early commenced on these in 2002. In July 2003, an 2006 following which the 'after' surveys will be initial Major Scheme (Annex E bid) was prepared conducted and a more comprehensive picture of and submitted to the DfT for the appraisal of the full the impacts will then be available. Red Routes network of 425 kilometres with estimated costs totaling some £120 million. The 7.13 Extensive 'before' monitoring of selected bid included a programme for implementing the Package 1 routes was undertaken in late 2005. improvements over a seven-year period This included journey time surveys (for general commencing in 2004/05, split into five packages of traffic and buses), traffic counts, parking activities, work, each package taking three years to complete. queuing and customer satisfaction surveys. These will be repeated in 2006 to provide a comprehensive 7.10 In response to the Red Routes Major Scheme picture of the impact of Package 1 Red Routes. bid, the DfT expressed the view that it would be prudent to wait until evidence of the success of the pilot schemes was available, before funding could

56 LTP 2006 - Appendices Red Route Network

The London Experience The Traffic Management Act 2004

7.14 The concept of 'Red Routes' was first 7.19 Reference has been made above to the developed in London in the early 1990s, but until important role that Red Routes can play in now has not spread to other areas. In London, the addressing the new network management duties scheme has now been developed over a network placed on local highway authorities under the Traffic of 980 kilometres. Results from studies in London Management Act, 2004. The Act aims to secure have illustrated: the expeditious movement of traffic on the authority’s roads network and on adjoining roads Bus journey reliability increased by 27% with for which another authority is responsible. journey times reduced by 10% Car journey reliability increased by 20% with Regional Planning Guidance journey time reduced by 20% Illegal parking reduced by 75% 7.20 Regional Planning Guidance for the West Midlands (RPG11) was published in June 2004. Increases in the provision of legal parking The approach centres on urban renaissance of the spaces, disabled spaces and dedicated major urban areas of the region. To underpin this, loading spaces RPG11 sets out a Regional Transport Strategy No overall detrimental effect on local (RTS) to achieve a high quality transport system. businesses 7.21 The RTS also sets out a 'Priorities for 7.15 The improved traffic conditions were achieved Investment' table of regionally significant schemes. against a background of Red Route schemes that It contains many of the measures proposed in LTP2, were accompanied by increased bus priority including development of the Red Route and Bus measures, more pedestrian crossings (by, on Showcase / Quality Bus networks. average, one per mile), additional cycle facilities and improved local shopping environments. Based Metropolitan Area-wide Perspective on conventional transport economics, the London scheme (which cost £100 million) was found to have 7.22 The Vision for the Metropolitan Area set out a payback period of around 18 months. in the LTP2 closely relates to the four themes of the Transport Shared Priority agreed between 7.16 Whilst the current arrangements in London central and local government, with the aim of still have a number of local difficulties, the concept improving delivery of public services. The themes has generally been accepted and is now seen to are to: be a valuable traffic engineering tool. Reduce congestion Policy Context Improve accessibility Improve air quality Government White Paper - 'The Future of Improve road safety Transport' 7.23 The concept of Red Routes is principally 7.17 The Government’s transport strategy is set aimed at introducing better controls to manage out in its White Paper - 'The Future of Transport' stopping traffic. However, the way that it has been (July 2004). It recognises that demand for travel applied in London and is being developed for use will increase and contains a strategy built around within our Area provides the opportunity to review three central themes: sustained investment, whole routes and to undertake comprehensive improvements in traffic management and planning traffic management solutions to maximise the ahead. efficiency of our existing infrastructure and to 7.18 Key elements of the LTP2 include options for improve conditions for all road users. making more efficient use of local roads, such as Red Routes, better UTC systems, High Occupancy Consultation Vehicle lanes and considering freight vehicles in General bus lanes.

7.24 Consultation has been, and will continue to be, a key element of all stages of development of the Red Route project.

LTP 2006 - Appendices 57 Red Route Network

7.25 As part of the travel surveys completed in 7.30 A key conclusion of this is the need in future 2001, residents were asked for their views on to increase the level of public communication on transport provision. A review of the responses the route issues, what Red Route measures are (numbering over 1,500) provides a useful indicator and how they affect the public. of the issues of most concern. Not insignificantly in terms of Red Routes, traffic congestion came top Strategy with 64% of residents identifying it as their greatest concern. Other issues raised that featured high on 7.31 A key part of the objective of reducing traffic the agenda, and that are of relevance to Red congestion and improving the efficiency of the Routes, were unreliable trains and buses (40%), existing road network in our Area is the and shortage of car parking (39%). development of a comprehensive Red Route network. There are clear indications from the pilot 7.26 During the development of the Annex E project 'before and after' monitoring surveys on the submissions, a number of statutory bodies were completed section of the A34 Stratford Road consulted in order to obtain their views on the through Solihull that the travel time objectives set proposed Red Route network. This was in for the project have been achieved along with other accordance with 'Appraisal of Major Local Transport benefits. Results of the monitoring surveys from Schemes: Detailed Guidance'. These bodies the other two pilot routes will be available in early (English Heritage, The Countryside Agency, English 2006 and from the Package 1 routes later in 2006. Nature and the Environment Agency) made some comments but did not raise any specific objections. 7.32 The July 2003 Annex E submission showed the progressive expansion of the Red Route 7.27 Also during this early development period, network from the three initial pilot routes through the public were consulted on the wider issues and the implementation of works in five packages of range of associated measures. However, it became routes, averaging around £25 million each. clear that even though Red Routes had been Approval was given by the DfT in December 2004 established in London for several years, there was for funding of £28 million to implement an initial a need to develop a comprehensive network of 25 routes (Package 1). Work on this is communications strategy if a meaningful and well under way building on the experience gained productive dialogue were to be established. in developing the pilot routes.

7.28 The 2004 and 2005 consultations asked if we 7.33 This experience has shown that, whilst should introduce more Red Routes. The outcomes implementation of the various measures is not too showed that was a 'low' priority in a strategic complex or difficult to carry out, the process of context when ranked against a range of other modal developing the many different small and large issues, although it was still supported by components of each of the 25 routes takes time. approximately two-thirds of respondents. Perhaps Of particular importance is the need for full public significantly, the percentage of 'don't know' consultation at all stages in the design process and respondents was the greatest of all the issues, the development work is intensive. In many cases, varying between 12% and 23%, possibly identifying Red Route improvements need to be co-ordinated a lack of understanding of the role of Red Routes. with other complementary initiatives, such as Bus Showcase schemes. All these considerations point Red Route Consultation to the need for an extensive implementation programme, initially estimated to be around seven 7.29 During all stages of the development of the years. pilot schemes and, more recently, the Package 1 schemes, a high standard of public consultation 7.34 A staged approach also provides a further has been set for the project. This is to ensure that opportunity to develop future routes using the the improvements that are being implemented as experience gained at each stage. A Red Route a far as possible address the issues and concerns 'Guidlines for Implmentation' is currently being identified and as a result have a good level of prepared which will draw on the experience gained support from the public. The customer satisfaction so far but will also be constantly updated to reflect surveys completed on the A34 Stratford Road show current issues and solutions together with the that whilst key attitudes have been perceived to results of the extensive monitoring of the impact of have improved, some responses showed a lack of Package 1 schemes. appreciation of the issues.

58 LTP 2006 - Appendices Red Route Network

7.35 Notwithstanding this, the underlying Reduced traffic congestion leading to slight philosophy of Red Routes is that the capacity of a improvements in air quality, and reduced road can be improved by removing illegal stopping, greenhouse gas emissions where it is occurring. It is then possible to make Enhanced commercial viability of local centres more efficient use of the increased capacity. There through improved accessibility is a range of options, such as increasing the space available for loading and unloading, space for bus 7.40 Subsequently, in the July 2004 Annex E priority, assisting essential car movements, submission for the Package 1 schemes, a detailed providing more cycling facilities and increasing assessment was made of possible route efficiency priority for pedestrians including the needs of and safety improvements based on the 25 selected mothers with small children, push chairs, school routes. These can be summarised as follows: children and those with disability (especially those in wheelchairs, the blind or partially sighted). In A reduction in accidents of at least 6% essence, the concept of Red Routes is one of Improvements in general traffic travel times implementing 'good housekeeping' in an ordered of at least 10% and reliability by 20% and progressive manner with the schemes including Improvements in bus service speed and consistent signing, marking and junction capacities. reliability Better conditions for pedestrians and cyclists 7.36 Maintaining the viability of local shopping Better conditions for people with disabilities centres is essential and hence schemes are being Improvements in parking enforcement and designed to ensure that adequate parking and compliance loading provision is built into any proposal. Experience from London illustrates that it is often 7.41 Extensive monitoring surveys are being possible to increase the level of local parking and undertaken for the Package 1 schemes to establish loading whilst still improving traffic flows. the actual impacts of the various measures for each route and to compare them with the predictions. 7.37 Effective enforcement is an essential This information will then be used to review (and pre-requisite of any scheme and this will be done amend if appropriate) the predicted impacts of through our decriminalised parking arrangements future packages. This will also be used to update in designated Special Parking Areas and with the Red Route 'Guidelines for Implementation' to agreement with the Police in other areas. better inform designers.

7.38 The experience so far gained in implementing 7.42 The key LTP2 target relating to Red Routes the pilot routes and developing Package 1 schemes is LTP7: 'no increase in average vehicle delay in will be used in putting together an Annex E bid for the morning peak from 2003 until 2010'. the next tranche of Red Routes (Package 2) for submission to the DfT in 2006. 7.43 However, the scheme benefits outlined above will provide significant contributions to the Targets achievement of a number of other LTP2 targets, the key ones of which are as follows: 7.39 In the July 2003 Annex E submission for the whole Red Route network, an appraisal summary BVP199 – Reductions in road casualties table was included that indicated the following key LTP8 – Reductions in the level of NO2 predicted impacts: emissions BVPI102 – Increases in bus use between A reduction in accidents of 5% (representing 2003/04 and 2010/11 present value of accident benefits of LTP3 – A 1% increase in the cycling index £98.2 million) between 2003/04 and 2010/11 Journey time savings (representing present LTP5 – Improvements in bus reliability value benefits of £125.4 million) Local Target Indicator – Improvements in Journey time reliability improvements for accessibility for HGVs between motorways buses and private vehicles of 50% and 29% and industrial areas respectively Potential improvements to 1500 pedestrian and cycle crossing points to address community severance

LTP 2006 - Appendices 59 Red Route Network

Projects and Programmes 2006 together with an updated overall programme for implementation of the remaining packages. 7.44 The programme of Red Route improvements commenced in 2002 with the pilot projects comprising:

The 12 kilometre section of the A34 Stratford Road extending through Solihull and Birmingham between the M42 and the Birmingham Ring Road The 5 kilometre section of the A449 Stafford Road between the M54 and Wolverhampton City Centre

7.45 The initial improvements on the A34 Stratford Road through Solihull were completed in September 2003 and the remaining sections in Birmingham and Wolverhampton are due to be completed later this year.

7.46 Package 1, comprising 25 route sections, received approval from the DfT in December 2004 at an estimated cost of some £28 million and is illustrated in Figure 7.1 ‘Red Routes - Package 1’. Development of the routes is well in hand by the four authorities involved (Birmingham, Sandwell, Solihull and Walsall). The original timescale of three years for implementation will be extended due to the delay in receiving DfT approval, the need to carry out more extensive consultations and the need to ensure that designers are equipped with a comprehensive 'tool kit' of measures that address the problems and issues identified.

7.47 In addition to the primary objectives of addressing congestion and delays on the network, Red Routes offer the opportunity to implement a comprehensive range of measures aimed at addressing the needs of all users. Proposals contained in Package 1 schemes include:

Lining removal and re-application Bus stop / shelter relocation Side road entry treatments Up-graded pedestrian crossings New signs and reduced sign clutter Additional parking and loading facilities Enhanced enforcement Junction improvements

7.48 The remaining parts of the overall network illustrated in Figure 7.2 ‘Red Routes - Future Routes’ will be implemented in up to four further stages (or packages). An Annex E submission for Package 2 schemes will be submitted to the DfT in

60 LTP 2006 - Appendices Figure 7.1 Red Routes - Package 1 Red RouteNetwork LTP 2006- Appendices 61 62 Red RouteNetwork LTP 2006-Appendices Figure 7.2 Red Routes - Future Routes Light Rail Strategy

Appendix 8 Light Rail Strategy developments. The light rail strategy will encourage the transfer of car trips to public Role of Light Rail transport to reduce congestion and improve the efficiency of the highway network to move 8.1 Light rail has much to offer the public transport people and goods. The network will also network of the West Midlands region. This is significantly add to the vitality of the town and because of its ability to serve large urban city centres it serves populations, move people around main centres, Social Inclusion and Accessibility – attract investment to the regeneration areas it Development of the Metro system will give serves, entice large numbers of motorists from cars, access to a wider range of facilities across the provide travel opportunities to all people, penetrate Metropolitan Area, significantly assisting urban areas (especially business and residential people without access to a car. Through areas) directly and influence urban land use greater network coverage and integration with patterns. It can integrate effectively with both road accessible transport provision at interchanges, and heavy rail systems to maximise travel fully accessible Midland Metro services will opportunities. Investment in a light rail system overcome barriers to travel for people with demonstrates a long-term commitment to the future disabilities of the area. Sustainable Travel Patterns – The light rail strategy will reduce the number and, with Park 8.2 These features of light rail are why Midland & Ride, length of car journeys as modal Metro will help the West Midlands region ensure transfer is achieved. Metro also has an economic revitalisation, accessibility and social important role in influencing future land use inclusion, and provide sustainable travel patterns patterns in our Area, promoting intensive use and modal integration safely. Since the UK’s first development in its catchment areas. This new generation street-running light rail line opened fosters sustainable travel patterns in 1992, major investment in light rail systems has Safety and Health – Metro transfers car use taken place in many cities in the UK, including to use of a mode that is pollution-free in Midland Metro Line 1 in the Metropolitan Area, with operation. It therefore helps us meet local air many others currently under development or being quality targets that relate to heath issues, implemented. There are currently 158.7 million particularly with respiratory related illnesses. journeys per year made on light rail in the UK (DfT Features to promote personal security are Light Rail Statistics 2004/05). core to Metro development. Walking and cycling to Metro stops can improve health for 8.3 Midland Metro is a fundamental element of the all demand management and modal shift thrust of the Integration – Network West Midlands West Midlands Regional Transport Strategy, within integrates Metro, rail and bus services, as a the RSS. The proposals also accord with cohesive public transport system. Defining a recommendations in the West Midlands Area core public transport network of links and Multi-Modal Study (WMAMMS). Complementary interchanges within this overall system informs traffic management measures are integral to the development location policies which help lead development of Midland Metro. Thus Midland Metro to the sustainable travel patterns discussed Extensions, as part of an integrated network, are a above. The light rail strategy relates to social key element of the overall LTP2 strategy. inclusion / accessibility, health, community safety and disability issues 8.4 The ways in which light rail has a key role to play in achieving the LTP2 objectives are set out Present Situation below:

Economic Revitalisation – A network of light 8.5 One of the building blocks of the LTP2 is the rail lines, as part of an integrated, multi-modal, Twenty Year Public Transport Strategy for the main network, will help attract investment into Metropolitan Area. This sets out the vision of a high the West Midlands region. In particular frequency, multi-modal integrated public transport extensions to Midland Metro Line 1 will boost network supported by complementary local bus the Regeneration Zones they serve. This is networks. A key component of this network is light by attracting investment to the Zones and then rapid transit based on the Midland Metro light rail providing quality access to new system for high demand ('high volume') corridors. This is still very much in line with current

LTP 2006 - Appendices 63 Light Rail Strategy

Government thinking, where affordable light rail 8.8 Metro does and will improve the overall public schemes can be efficiently procured. transport experience by the provision of high quality rapid transit services, crucial in contributing to the 8.6 Opened in May 1999, Midland Metro Line 1 achievement of the regional transport strategy. between Wolverhampton and Birmingham Snow Attitudinal surveys point to a high degree of Hill represents the best in public transport, reliability satisfaction amongst users of Metro, where averaging 98.9% in 2004 (% of services operated cleanliness, punctuality, journey times, space on within 3 minutes of timetable). It is a modern light vehicle and frequency are all rated higher than bus rail system with inbuilt quality features for customers and heavy rail. such as high speed, frequency, reliability and accessibility. It has an attractive image and is Phase 1 Expansion pollution free in operation. It is also able to penetrate areas of high population density. 8.9 The first steps in the expansion of the successful Midland Metro Network are the proposed 8.7 It is unsurprising that surveys show that Metro two Extensions of Line 1. is attracting large numbers of former car users. An element of this attraction is the ability to park and 8.10 The first to be authorised is a 12 kilometre ride and Line 1’s Park & Ride facilities have extension from Metro Line 1, at Wednesbury, to subsequently been expanded. Surveys have Brierley Hill via Great Bridge, and Dudley indicated that the majority of passengers use the town centre. Transport & Works Act Order powers Metro for longer journeys, with the average distance for this route were confirmed in December 2004. travelled being 13 kilometres. It is not only car The route of this Extension is illustrated in Figure users who are attracted, Metro is a system that 8.1 ‘Wednesbury to Brierley Hill Extension’. serves all sections of the community.

Figure 8.1 Wednesbury to Brierley Hill Extension

64 LTP 2006 - Appendices Light Rail Strategy

8.11 The second is a 3 kilometre street running confirmed in June 2005. The route of this Extension extension from the existing terminus at Snow Hill is illustrated in Figure 8.2 ‘Birmingham City Centre in Birmingham city centre to Edgbaston. Transport Extension’. & Works Act Order powers for this route were

Figure 8.2 Birmingham City Centre Extension

developers along the route, and funds from the 8.12 In June 2000, Centro submitted an Initial West Midlands Passenger Transport Authority Outline Business Case (IOBC) to Government. The (PTA) and local authority partners in proportions to objective of this document was to demonstrate that be determined. the evaluation of both Extensions had been carried out in accordance with the evaluation methods 8.14 In 2004, Birmingham City Council specified by the Government and that the evaluation commissioned a study into the feasibility of putting demonstrated that both are robust projects that the city centre Line 1 extension into a tunnel. This meet all the criteria required for implementation. study reported in 2005 and confirmed that The Government formally responded to the IOBC street-running is the cost-effective way forward. in December 2000 stating that it was satisfied that: 8.15 Following the Government’s confirmation of the evaluation appraisal had been carried out the TWA Orders for the Phase 1 Extensions, the in accordance with the requirements set out final Outline Business Case will be submitted to in LTP Guidance Government. Tenders will be sought for the design, the scheme passed the Government’s construction and maintenance of the two economic appraisal tests which are used to extensions, the supply and maintenance of vehicles decide whether a project is eligible for funding and the operation of the expanded network, in a both extensions when procured together as way that seeks to minimise the costs of a single project represent the best value for procurement by appropriate allocation of project money compared to separate contracts risk.

8.13 In addition to the above, funding has already Phase 2 Expansion been and will continue to be sought from several sources including contributions from private sector 8.16 The PTA has decided to proceed with a interests, mainly in the form of contributions from phased approach to the development of the Metro

LTP 2006 - Appendices 65 Light Rail Strategy

network. This approach has been endorsed by the 8.18 Prioritisation of the routes between Phase 2a West Midlands Joint Committee. Discussions with and 2b is kept under review and may be subject to DfT have underlined the urgency for preparing future change in response to local needs. further Initial Outline Business Case submissions for the Phase 2 routes such that they will form an 8.19 Figure 8.3 ‘Currently envisaged Network’ integral part of the LTP2 submission. The shows Phases 1 and 2 as currently envisaged. production of an IOBC requires increasingly robust There are other possible routes, along high-volume technical and economic information for scrutiny by corridors, in line with WMAMMS recommendations. DfT. 8.20 Work on draft alignments for these corridors 8.17 The Phase 2 routes, as formally prioritised in was the subject of detailed public consultation 2004, consist of the following corridors (subject to during 2003/04 in close co-operation with six of the evaluation): seven Metropolitan Councils situated on the alignments (i.e., excluding Coventry City Council). Phase Birmingham City Centre - Great Barr via Contracts have been let to consultants to examine 2a A34 (the Varsity North route) the environmental and economic implications of the engineering alignments under development. The Birmingham City Centre - Quinton via environmental impact assessment work has A456 Hagley Road (the Birmingham West followed on from the scoping study produced and route) the economic work is progressing with model Wolverhampton - Walsall via building complete and model runs being updated and Willenhall (the initial phase of the following public consultation and cost estimation. Wolverhampton to Wednesbury '5Ws' Land valuation consultants have given advice on route) property values and blight in connection with the Phase 2 corridors.

Phase Birmingham City Centre - Birmingham 2b Airport and NEC via A45 Coventry Road

Walsall - Wednesbury (the remainder of the '5Ws' route)

Figure 8.3 Currently envisaged Network

66 LTP 2006 - Appendices Light Rail Strategy

8.21 Following political approval of the alignments, investment in infrastructure and public consultation was undertaken as a key part services to support the regeneration of the process of finalising the appropriate route of the MUAs (Major Urban Areas). alignments for the Phase 2 Extensions during This will include investment in: 2003/04. Following local authority partner agreement to a design freeze for the route i. the development of high quality alignments Initial Outline Business Case (IOBC), public transport systems, building submissions will be made for each of the routes in upon the existing Metro system within the Phase 2 network expansion. This will involve Birmingham, Solihull and the Black developing the technical work for the chosen Country.' options to the next level of detail, further refining the economic cases for the schemes and 8.27 Policy T12: Priorities for Investment includes: developing the funding and procurement strategy Metro extension through Birmingham for the implementation of these extensions. The city centre to Five Ways, Metro Phase 2 expansion will see the completion of a first extension Wednesbury to Brierley Hill stage light rail network that could lead to increasing and further extensions in Birmingham annual patronage from 5 million to 40 million. / Black Country conurbation. 8.22 It is currently envisaged that IOBCs will be Metropolitan Area Perspective submitted starting in 2007 in a similar process to the Phase 1 Extensions. 8.28 The PTA and Centro have developed a 20 Year Public Transport Strategy for the Metropolitan Current Policies Area. This strategy provides the framework for delivery of high quality public transport services and Government White Paper - 'Future of Transport' facilities for our Area. The strategy itself is a key component of the wider plans to regenerate the 8.23 The Government’s approach to light rail is contained in its White Paper - 'Future of Transport' region and forms an integral part of the LTP2. (July 2004). The emphasis of the Government’s 8.29 The Midland Metro network is itself a key part strategy is that light rail is appropriate for routes of the strategy, delivering a public transport solution with the highest traffic and passenger flows. For in locations where demand is high. The Metro these routes, cost-effective means of procurement extensions are priority schemes within the LTP2. are required, learning from experience of light rail development in the UK. 8.30 A network of high volume corridors has been identified in the 20-year Strategy document, for 8.24 The strategy adopted in the West Midlands possible further development of the Metro network region is totally in accord with this approach. within the Metropolitan Area.The PTA has adopted Regional Spatial Strategy an incremental approach to developing the Metro network, an approach endorsed by Government. 8.25 The West Midlands Regional Spatial Strategy This wider expansion will help deliver the proposed (RSS) was published in June 2004, as RPG11: ‘Network West Midlands’ public transport services Regional Planning Guidance for the West Midlands. and facilities. The two proposed Phase 1 The approach centres on urban renaissance of the Extensions will commence the expansion of the region’s Major Urban Areas. To underpin this, the network and have considerable local support, with RSS includes a Regional Transport Strategy (RTS) significant financial contributions already secured to achieve a high quality transport system, including from public and private sector partners. the development of a high quality integrated public transport system for the West Midlands Metropolitan Consultation Area. General 8.26 Midland Metro is a critical element of the RTS. Policy T5: Public Transport states: 8.31 Strategic consultation on the 2003 LTP provided strong support for Metro extensions, with 'An integrated hierarchy of public good bus linkages to lines. In all quantified transport services will be developed responses, Metro was identified as a high priority. with the highest priority being given to

LTP 2006 - Appendices 67 Light Rail Strategy

8.32 Consultation on the 20 Year Public Transport delegates, including elected members, district Strategy provided strong support for further Metro council and Centro officers and representatives of lines as part of an integrated public transport local transport providers, Railtrack and the SRA. network. The business community, in particular, is Local business interests, environmental vociferous in its support for the development of organisations, voluntary groups and interested Metro, with calls from such bodies as the CBI urging bodies were also represented, giving a broad the Government to commit funds for extensions to cross-section of attendees and views. Metro. 8.39 Preferred routes were prioritised in Phase 2 8.33 The 2004 and 2005 consultations showed (subsequently further sub-divided into Phases 2a that extending the Midland Metro was a 'high' and 2b) with other routes being placed in Phase 3. priority in a strategic context when ranked against As part of the ongoing development of these routes, a range of other modal issues. detailed consultation was undertaken with businesses, transport users and the public, 8.34 Detailed consultation on each of the proposed especially those living along the proposed routes. Midland Metro routes has also taken place. This consultation took place during 2003 and early 2004 and following further route definition work Phase 1 route Consultation IOBCs will be submitted for this package of routes.

8.35 Early in the development of the Birmingham Proposed Strategy Tramway Extension, consultation was undertaken to identify a preferred route. The public were asked 8.40 The Phase 1 Extensions to Brierley Hill and to indicate their preferred option and the route through Birmingham City Centre to Five Ways have identified was subsequently developed and taken now secured TWA Order powers and final business forward to Transport and Works Act application case submissions for these routes to government stage. are imminent.

8.36 After approval of the IOBC for both the 8.41 The Phase 2 routes are currently being Birmingham City Centre and Wednesbury to developed to the following anticipated programme: Brierley Hill Extensions, route plans were developed in further detail and environmental impact 2007 Submission of initial outline business assessments undertaken. These were presented case to the public at a number of exhibitions at key locations along the route and at meetings to which 2008 Decision in principle from Government all those living or working along the proposed routes were invited. Where appropriate, feedback from 2009 Submission of TWA the meetings and exhibitions has been incorporated into the plans. Separate meetings took place with 2009/10 Public Inquiry and inspectors decision key businesses and statutory consultees to ensure 2011 Decision to proceed that they were fully aware of the scope of the plans. Ultimately, full formal statutory consultation took 2011/12 Procurement and tendering place as part of the TWA Order application process. 2013 Start construction 8.37 Updates on scheme progress are publicised 2016 Opening in the Metro newsletter ‘Track Record’, which is available in Travel Shops and Libraries as well as being delivered to residents along the routes. 8.42 Phase 3 will be developed later in the plan period for implementation beyond 2016. High Volume Corridors Study Consultation 8.43 In line with their geographical location away 8.38 As part of the process of determining the from the other parts of the conurbation in the priorities for the incremental approach to developing Metropolitan Area, Coventry City Council have an and implementing the future Metro routes identified aspiration to develop what they currently term a in the 20 Year Public Transport Strategy, a one-day ‘very light rail’ system for the city. Consideration is seminar was arranged to reduce these to three or also being given to the role that light rail could play four that could be taken forward for initial on the existing Coventry to Nuneaton heavy rail development. The seminar was attended by 120 corridor.

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Targets

8.44 Based on the projected opening of the Phase One extensions being in 2011, the LTP2 target for Midland Metro is to increase light rail use from 5.1 million trips per year in 2003/04 to 5.8 million in 2010/11.

Projects and Programme

8.45 The schemes that are being developed under Phase 1 and Phase 2 of the Metro network development are listed above.

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70 LTP 2006 - Appendices Passenger Rail Strategy

Appendix 9 Passenger Rail of links and interchanges informs development location policies Strategy 9.2 The importance over the longer term of the Role of Passenger Rail existing and proposed role for rail cannot be over emphasised. It is crucial to national objectives, is 9.1 Improved rail provision is a key element of the a key element in the regional aspirations as it links overall strategy to increase economic revitalisation, across the Metropolitan Area / shires boundary and improve accessibility and social inclusion and is fundamental within our Area for providing world encourage sustainable travel patterns. The class public transport alternatives to car travel on passenger rail strategy helps achieve these the major radial highways. objectives for transport as set out below: Present Situation Economic Revitalisation – Improved international, national, regional and local rail 9.3 Passenger rail has a key role to play in the links will help attract investment into the West overall LTP2 strategy for economic regeneration, Midlands. The rail strategy will help connect reduced congestion, improved accessibility and centres to their local hinterlands, thus social inclusion, better air quality and improved increasing their vitality and viability. It will also safety. improve access to 'brownfield sites' and employment areas. The rail strategy will 9.4 There needs to be fast, attractive national and encourage transfer of car trips to public international links, connecting to enhanced inter- transport to reduce congestion and improve and intra-regional and local services. Stations in the efficiency of the highway network to move the Metropolitan Area, served by trains in the people and goods. Passenger rail constitutes daytime with a frequency of at least every ten a key part of the Network West Midlands turn minutes to main centres, will be part of an up and go public transport network. This integrated, multi-modal turn up and go network: quality public transport network will be a 'Network West Midlands'. valuable asset in the strategy to encourage investment into the Metropolitan Area 9.5 At each level of provision, rail can help Social Inclusion and Accessibility – The businesses, attract investment to the West passenger rail strategy will give access to a Midlands, get commuters out of cars at congested wider range of facilities across the periods and open up travel opportunities for people. Metropolitan Area, significantly assisting people without access to a car. This will be National Policy Context achieved through longer trains and, where 9.6 The delivery of rail services in the Metropolitan current capacity allows, improved frequencies Area is affected by national rail policy. During 2004, and service enhancements. Through a review of the structure of the railway industry was compliance with the Disability Discrimination undertaken. The findings were published in a White Act, the rail strategy will overcome barriers to Paper entitled - 'Future of Rail. These findings were travel for people with disabilities subsequently translated into the Railways Act, Sustainable Travel Patterns – The rail 2005. The new legislation changed the way in strategy will reduce the number and, through which rail services will be provided. The Strategic Park & Ride, length of car journeys as modal Rail Authority was the key body responsible for transfer is achieved. It has a proven record providing funding, determining future development of achieving modal switch from car plans and investment priorities, deciding franchise Safety and Health – A programme of policy and allocating use of the network between measures to improve personal security will users. In 2005, its strategic functions, including improve actual and perceived safety for franchising, were transferred to the Department for people using and considering using rail Transport (DfT), whilst responsibility for delivery of services. Walking and cycling to railway the timetable passed to Network Rail. The Act also stations can improve health for all removed the rights of PTAs to be co-signatories for Integration – Network West Midlands franchises without specific approval by the integrates rail, Bus Showcase and Midland Secretary of State. Metro as a strategic public transport network. Defining a strategic public transport network

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9.7 Prior to this review, the SRA consulted on its West Midlands Rail Services Capacity Utilisation Policy and a Network Utilisation Strategy. These documents highlighted the 9.11 Birmingham is at the hub of the national rail importance of developing and appraising options network and is used by a wide range of services for the utilisation of congested routes and set a converging on New Street, Moor Street and Snow framework for the development of Route Utilisation Hill Stations. Birmingham New Street forms an Strategies. important interchange for passengers using longer distance services. These services can be broadly 9.8 The West Midlands Utilisation Strategy is part classified as: of an overall strategy for public transport in the region for 2005 - 2034. The SRA, in partnership Local and Regional Suburban Rail with passenger and freight train operators, WMPTA Inter Regional Rail / Centro, Advantage West Midlands, Birmingham National Inter City Rail City Council and other regional bodies, agreed terms of reference in October 2003 for a rail 9.12 These networks are used by about 31 million strategy composing of four parts: passengers per year accounting for some 8% of local transport movements in the region. Measures being pursued to restructure train Birmingham New Street handles around 80% of the services around the West Coast route upgrade rail traffic in Birmingham and caters for 87,000 Short term measures seeking to improve visitors each day. There are already examples of capacity and / or performance where overcrowding on some services into and from practicable, in conjunction with opportunities Birmingham stations and, with projected growth created by Network Rail signalling renewals being in the order of 43% by 2011, there is A medium term Route Utilisation Strategy increasing pressure on congested passenger (RUS), by the SRA, to inform the specification facilities. of train services from the present to 2011 A longer term Regional Planning Assessment 9.13 In recent customer satisfaction surveys, the (RPA), by the SRA, to assess the needs of four issues most important to passengers are: the West Midlands region from 2011, taking On-time arrival into account of population and land use Frequency of trains changes, other known major developments and the Regional Planning Guidance (Spatial Accurate information Strategy) and its Regional Transport Strategy Buying the best ticket

9.9 The DfT is now the key funding body for rail 9.14 Telephone answering was considered the services. Recent cost increases for both rail least important. Other surveys have indicated some investment and rail operations have created a dissatisfaction with the car park facilities at stations serious affordability problem. Urgently needed and the upkeep and repair of the trains, as well as capital investment in the rail network may therefore comfort of seats, although the recent refurbishment be very difficult to achieve in the foreseeable future. of the Class 150 fleet, funded by WMPTA / Centro, This has been borne out by the results of the Office has gone some way to addressing this issue. of the Rail Regulator 2004 Review of Track Access However, the introduction of new rolling stock is Charges which determine the funding available to very much dependent on the re-franchising of the Network Rail to carry out its business. Central Trains franchise which was due to expire in 2006, but has been extended to autumn 2007. 9.10 Determining a rail strategy for the LTP2 therefore has to take in full recognition of the Local and Regional Suburban Services national context in which the West Midland's rail 9.15 National Express Group currently provides network functions. In particular, the the bulk of train services in the Metropolitan Area recommendations that have emerged from the RUS through the Central Trains franchise. As well as must be taken into account. Although the strategy inter-regional services, Central trains currently would take up to thirty years to implement provide two main types of service: throughout the West Midlands, it is important that improvements to the network during the LTP2 Local suburban services period work toward this ultimate goal. Regional suburban services

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9.16 Local suburban services within the as well as a new East Midlands franchise and a Metropolitan Area are currently specified and revised Cross Country franchise. The new supported by WMPTA / Centro through the Central franchise will be more closely focussed on Trains Franchise Agreement. This will change with Birmingham with other services transferred to either the new franchise because the DfT will specify a of the other two franchises. The aim is to create a base train service plan. There is concern among franchise structure better aligned to Network Rail the LTP partners that, due to the current funding areas, encouraging joint working between track and difficulties within the rail industry, the DfT will be train providers. This is expected to produce greater unable to support the current levels of service and efficiency and improved performance, leading to that the PTA/PTE will need to increase its subsidy better services for passengers. This re-organisation in rail services just to stand still. will affect Virgin Cross Country services as well as those currently provided by Central Trains and may 9.17 Journeys to Birmingham from outside the affect services current provided by Chiltern Rail. Metropolitan Area are, and will continue to be, specified and supported by the DfT. As well as 9.23 The proposed changes include the current Central Trains services, these include services Central Trains services in Lincolnshire which will provided by Arriva Trains Wales that operate in be transferred to the new East Midlands franchise, parallel with Central Trains services between whilst the Nottingham - Derby - Birmingham - Shrewsbury and Birmingham, linking stations along Hereford service will be transferred to the revised the Wolverhampton - Telford High Technology Cross Country franchise. Also, local / regional Corridor. services along the West Coast Main Line, via Northampton, into London will be put into the new 9.18 Existing services are characterised by West Midlands franchise. Central Trains services stopping, 10 - 30 minute daytime frequency services that operate via Snow Hill and Moor Street Stations linking Birmingham, Wolverhampton and Coventry and the Stourbridge Town shuttle service might be with inner city and suburban centres in the transferred to the franchise if this Metropolitan Area with 15 - 60 minute frequency offers better value for money. extensions to the surrounding Travel to Work Area, in the shire counties. Limited stop services calling 9.24 It is too early to understand exactly how these at main suburban centres are interspersed with the changes, to be introduced in 2007, will affect local local service on most routes. and regional suburban services in the West Midlands. Detailed specifications for the new and 9.19 The SRA and Centro have funded the revised franchises are only now being developed increase in frequency to a 10 minute headway on by DfT. the Cross City Line, between Longbridge and Four Oaks (since the Winter 2002 timetable). This was Inter Regional Services already the busiest route in our Area. 9.25 The Central Trains franchise also currently 9.20 The WMPTA, through Centro, has also includes links between main regional / sub-regional invested significant sums over the last 20 years into centres. Included in this level of provision are new rolling stock, including £2 million for ten services linking Birmingham with Cardiff, Liverpool, additional diesel vehicles in 2004, electrification Preston, Nottingham, Leicester, Derby, Cambridge and station improvements for the Metropolitan Area. and Stansted Airport. Under the new arrangements some of these services will be transferred into the 9.21 The franchise currently operated by Central new Cross Country franchise. Trains, also encompasses regional suburban rail services. These include Shrewsbury or Stafford - 9.26 Inter-regional services are also operated by Wolverhampton - Birmingham, Worcester - Chiltern Railways between the West Midlands and Bromsgrove - Birmingham, Northampton or Rugby London via and Banbury. - Birmingham, Tamworth or Nuneaton - Birmingham and fast / semi-fast 30 - 60 minute frequency Inter City Services services for the Metropolitan Area's Travel to Work Area. 9.27 Inter City services are provided by Virgin Trains, linking the principal stations in the 9.22 The DfT published a new franchise map in Metropolitan Area with Scotland, the North West, October 2005 re-organising the Central Trains the North East, London, the South Coast, the South franchise to create a new West Midlands franchise West and South Wales. The Virgin Cross Country

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timetable was significantly enhanced from the ‘Weekly Rail Journeys in the West Midlands RUS Winter 2002 timetable with higher frequencies on Area, 2002/03’ shows passenger journeys in all routes to and from Birmingham. 2002/03 in the RUS Area.

9.28 Many local journeys within the West Midlands Table 9.1 Weekly Rail Journeys in the West are made on Inter City or Inter Regional services Midlands RUS Area, 2002/03 and thus they form an important part of the local transport network, as well as serving regional and Services Weekday Saturday Sunday Weekly national flows. More significant changes were total implemented in autumn / winter 2004 with the introduction of the 'Pendolino' London service. Local 80500 44800 19600 467100 Regional 31700 22800 14400 195800 9.29 At present there are no direct European services running to mainland Europe, a key missing Long 54200 47200 32500 350900 link in the West Midlands rail network. distance

The West Midlands Route Utilisation Strategy All 165400 114800 86500 1013800 services 9.30 This was published in 2005, the product of a review of existing passenger and freight rail operations, led by the SRA with the close 9.33 Table 9.2 ‘Busiest Stations in the West involvement of Network Rail and Centro. Operators, Midlands RUS Area, 2003/04’ shows the twenty local authority and passenger groups were also busiest stations in the RUS Area. Not surprisingly consulted. The RUS covers a geographic area twelve are in the Metropolitan Area, including the centred on the Metropolitan Area and including the top eight, and some of the others have strong lines to - Shrewsbury, Stafford, Stoke-on-Trent, commuter flows into the Metropolitan Area. Lichfield, Burton-on-Trent, Nuneaton, Rugby, Banbury, Stratford-upon-Avon, Redditch and Hereford. It involves the following passenger train operators - Central Trains, Virgin West Coast, Virgin CrossCountry, Chiltern Railways, Arriva Trains Wales and First Great Western. Freight train operators covered by the RUS are: EWS, Freightliner, GB Railfreight and Direct Rail Services. The RUS covers the period until December 2011 which is roughly the same as the LTP2 period.

9.31 The fundamental aim of the review was to see how to obtain maximum benefit from the existing infrastructure, including balancing the needs of passengers and freight movements and the needs of longer-distance trains with local, stopping services. The RUS specifically does not address significant infrastructure investment. Such matters will be considered in the longer term Regional Planning Assessment. The RUS considers measures focused on improving operational efficiency and performance and maximising the use of existing capacity to meet and manage changing passenger and freight demand and to align industry and wider regional transport plans.

9.32 The RUS recognises that rail patronage in the region has grown by 44% since 1995, compared with a national average growth of 34%. Table 9.1

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Table 9.2 Busiest Stations in the West Midlands Longer peak period trains, where they are RUS Area, 2003/04 affordable and deliver value for money Extension of off-peak services from Station Footfall Trains / Passengers Birmingham to provide a higher frequency to weekday / train Kidderminster, Stratford-upon-Avon and Rugeley Trent Valley New Street 17,338 897 64 Changes on the Shrewsbury - Wolverhampton (Birmingham) - Birmingham corridor to improve Wolverhampton 4,288 320 45 performance, including a possible future peak time Shrewsbury - London service Coventry 4,019 244 55 9.35 Its recommendations include: Snow Hill 3,379 227 50 (Birmingham) A co-ordinated programme of train and platform lengthening to provide more capacity Birmingham 3,110 217 48 for the growing and dynamic Birmingham city International centre travel market Encouragement through reduced fares for Moor Street 2,255 224 34 passengers to use spare capacity on trains (Birmingham) running earlier or later in the peak but avoiding University 2,012 241 28 the very busiest trains (Birmingham) A better mix of services on the Birmingham to Coventry corridor including rerouting longer Stourbridge 1,844 323 19 distance services between Leamington and Junction Birmingham via this route, the latter facilitated by infrastructure investment committed by the Leamington Spa 1,351 147 31 SRA between Kenilworth and Coventry Stafford 1,346 199 23 A daily through train between Shrewsbury and London and return, subject to continuing Worcester 1,333 100 41 progress with the detailed 2008/09 Foregate Street specification in the West Coast Strategy Increased service levels between Birmingham Selly Oak 1,249 153 27 and Hednesford/Rugeley, subject to line Shrewsbury 1,221 153 27 capacity constraints being resolved Extending some off-peak services to improve Sutton Coldfield 1,105 182 20 frequencies between Birmingham and both Kidderminster and Stratford-upon-Avon Solihull 1,091 140 26 More calls at Bromsgrove, and longer Walsall 942 141 22 platforms at this fast-growing station

Kidderminster 926 76 71 9.36 The RUS notes that the priority for platform lengthening includes: Lichfield City 896 125 21 Bromsgrove Tamworth 804 126 21 Walsall - Rugeley Town Telford Central 773 97 27 Birmingham - Coventry Wolverhampton - Coventry Shirley - Stratford 9.34 The RUS contains measures to improve service patterns for passengers and to tackle Snow Hill - Kidderminster growing local and regional demand, aimed at Wolverhampton - Telford accommodating passenger growth up to 2011. The 9.37 Some of these stations are located outside Strategy is designed principally to deliver: the Metropolitan Area, but platform lengthening is Better use of rolling stock, especially in the still important in the context of this LTP2 because peak periods of the contribution that rail passenger growth must

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make towards LTP2 objectives, especially towards 24 minute gaps existing between Birmingham and reducing congestion within the Area. the Airport. Performance and capacity (especially on Saturdays) on the route has also been extremely 9.38 Another outcome of the RUS, directly relevant concerning. This will be addressed in December to the Metropolitan Area, is the proposed 2005 with the introduction of a revised timetable replacement of the Wolverhampton - Walsall local following the commissioning of a new cross-over rail service by a fast coach service. at Birmingham International.

Problems 9.43 In the medium / longer-term the ability to deliver local services on the Coventry line will be 9.39 Rail demand is growing significantly for all crucially dependant on West Coast route strategy services in the West Midlands and this is already and its proposal (from 2008) for a 20 minute service causing problems of overcrowding and frequency to London. performance. The poor performance of services since the introduction the Winter 2002 timetable 9.44 It is recognised that Birmingham New Street has highlighted how operating a network at capacity station needs to be redeveloped during the life time can result in serious disruption after even small of this LTP2 to enable it to handle projected incidents. The introduction of shorter more frequent passenger growth safely and efficiently. The trains, particularly on the Virgin Cross Country Birmingham Gateway project , currently being jointly network, has reduced capacity and reliability for funded by Birmingham City Council, DfT (Rail), many local passenger journeys. The acquisition of Advantage West Midlands and WMPTA / Centro, more rolling stock to lengthen trains by all operators as well as delivering station improvements, will seek in this region is a key requirement to improving rail to exploit the commercial opportunity of the New services and increasing capacity, especially until Street site to attract non-railway funding and deliver there is funding for major investment in some of the key aspirations of the city and the wider infrastructure. West Midlands region. These are for the Station to improve interchange with other modes, improve 9.40 Clearly, there are capacity implications for rail access across the city centre, to deliver a 'gateway' freight on the West Midlands network. The West experience and to act as a catalyst for regeneration Midland RUS has identified growth in rail freight; of the surrounding area. however, this is more difficult to quantify than passenger growth, as the amount of freight Consultation transported through the West Midlands is dependent on national factors such as deep-sea 9.45 Consultation on rail schemes has been part port development and the final form of the West of the overall consultation process for the LTP2 Coast Main Line timetable. Options for dealing with (see Appendix 1 ‘Consultation’). The 2004 and freight growth into the West Midlands have been 2005 consultations showed that 'working towards identified in the RUS. better rail services' was the top priority in a strategic context when ranked against a range of other 9.41 Improving train performance is the key issue modal issues. It also received the strongest support for rail passengers in the West Midlands. Reliability of all the issues with between 90% and 97% of and timekeeping is considered to be extremely respondents agreeing and very little disagreement poor. Local rail services also need significant (between just 2% and 5% of respondents). improvement in other aspects of quality including: 9.46 Extensive public consultation including use Overcrowding of focus groups to reflect all socio-economic groups Station facilities in the Metropolitan Area was also integral to Train quality and cleanliness development of the West Midlands 20 Year Public Passenger Information Transport Strategy. Customer care Park & Ride capacity 9.47 Public consultation has identified strong support for the 'Network West Midlands' integrated 9.42 A particular problem has been the timetable turn up and go network approach for the Area. With on the Birmingham - Coventry route. Following the target standards, six issues were identified as introduction of the new West Coast Mainline priorities for improvements to public transport: timetable in September 2004, services frequencies on this important route have been very poor with Frequency

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Reliability 9.53 The RUS has proved that there is very little Integration room for additional services on the very congested Personal Security network. Without additional train capacity, Information overcrowding will increase resulting in passengers Affordability being forced away from rail travel and back to their cars. 9.48 Particular concern was raised over the lack of car parking capacity at stations in the Birmingham 9.54 Other major capacity constraints affecting 'journey-to-work' area. most aspects of the rail services in the West Midlands are the WCML, urgently in need of four 9.49 The West Midlands partners have liaised with tracking, and passenger space at New Street the surrounding Shire authorities in the West station. Midlands region to establish cross-boundary issues and measures. A regional rail strategy is part of 9.55 Assuming resolution of these conflicts can be the Transport Strategy of the Regional Planning achieved, the role of the different 'layers' of use are Guidance. considered below.

9.50 The DfT (Rail) currently undertakes National Local and Regional Suburban Rail Passenger Surveys covering all train operators. 9.56 A key element of the West Midlands Twenty This work gives a strong indication as to how the Year Public Transport Strategy is an integrated, current passengers feel about the service being multi-modal turn up and go network: 'Network West provided, and what they would most like to see Midlands'. Six rail lines are part of this network: improved. The most important issues for passengers are consistently reliability and Walsall Line passenger information. Cross City Line (Lichfield - Redditch) Strategy West Coast Main Line: Birmingham - Coventry West Coast Main Line: Birmingham - 9.51 As rail has an economic development impact, Wolverhampton is accessible to non-car owners and is an attractive Solihull Line alternative to the car, the LTP2 strategy considers Stourbridge line rail-based improvements to be a critical element of the overall strategy. Seeking capacity 9.57 A turn up and go daytime service on these improvements in infrastructure and additional rolling lines to/from Birmingham of at least every ten stock is the top priority as little in the way of service minutes is envisaged for the 23 main stations on improvements will be possible without this. these lines in the Metropolitan Area. The majority of these services will be local suburban rail. On 9.52 The West Midlands Area Multi Modal Study some lines, for example the West Coast Main Line, considered that rail will have a key role to play in these will be supplemented by other services. the 30-year transport strategy for the region, and recommended that 40% of the overall transport 9.58 From the Winter 2005/06 timetable, 18 out of investment programme should be spent on the 23 stations have a turn up and go frequency of upgrading the rail network. As well as being of at least six trains per hour during the weekday benefit locally it was seen that investment within daytime period. the West Midlands region would have significant 9.59 Associated with this ‘turn up and go’ network benefits for the entire national rail network. This are lower frequency extensions to turn up and go has been reflected in the SRA's proposed strategy services into the journey to work area and lower set out in their West Midlands RUS. However, due frequency regional suburban rail services. These to the financial constraints within the industry, the will connect with the turn up and go network at main RUS recognises that the key to delivering capacity centres, providing integrated public transport in the West Midlands in the short to medium term options to serve the whole Metropolitan Area. lays, not in large and unaffordable infrastructure schemes, but in the effective use of existing resources and delivering longer trains and, where necessary longer platforms.

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Inter Regional Rail / Inter City Rail Brinsford (for a new strategic Park & Ride facility). Development of this scheme will, however, be 9.60 The West Coast Main Line modernisation has difficult due to capacity limitations, performance introduced new trains with faster journey times implications and shortage of rolling stock on the rail between the West Midlands and London. network.

9.61 While further enhancement of the services Reliability between the West Midlands and London would be desirable, careful consideration will be needed to 9.65 Reliability is the key issue among rail see if this can be provided without detrimental passengers, and the delivery of reliable services in impacts on local services. the future will be critical if the rail network is to be successful in encouraging car users to transfer to New Lines the rail network. Issues that need to be addressed in relation to performance include the following: 9.62 A new line from Longbridge to Frankley has been developed and is a major scheme that Network Capacity – Performance is directly remains a priority, particularly since the closure of related to the number of services using the the MG Rover works earlier in 2005. The project network. In a heavily congested area such is currently being re-evaluated. Birmingham City as the West Midlands, any late running will Council also have an ambition to see passenger knock-on to other services. The mix of rail services introduced on the Camp Hill line. long-distance, local and freight trains all trying to use the same double-track routes means New Stations that problems elsewhere in the country often have an impact in the West Midlands and 9.63 New rail stations generate new passengers vice-versa to and from the station’s catchment area. However, Infrastructure reliability – Having reliable, weighed against this is the time penalty for existing well maintained track and signalling is critical passengers not wishing to use the new station and to being able to run reliable train services. the reduction in rail capacity which occurs. If the The current infrastructure is life-expired in time penalty for existing passengers is high it will some places and a comprehensive lead to a loss of existing passengers. A balanced infrastructure renewal programme is needed view therefore needs to be taken on the advantages weighed against the disadvantages. The SRA have Rolling stock reliability – Reliable and published guidelines on the issues to be addressed well-maintained rolling stock is a vital element for proposed new stations. The approach taken in in being able to operate a reliable train the West Midlands, which is broadly in line with service. In addition, ensuring enough rolling these guidelines, identifies areas, through stock is available and correctly deployed to consultation with the public, where new stations are avoid short trains is also important. The new wanted, either because the area is poorly served franchise arrangements will need to address by rail services or where significant new depot strategy and in particular any additional development might justify a new rail station. stabling facilities which may be needed to Following on from this, the planning process is: cater for future new rolling stock Staffing – Having sufficient staff to operate, Preliminary assessment of station options – control, plan, manage and maintain the rail locations and physical constraints network is similarly important Operational analysis of train service Operational resilience – When planning the Demand forecasting deployment of rolling stock and staff, a Revenue forecasting trade-off between maximising efficient use of Capital and operating cost studies resources and reliability has to be made. In Social and economic benefits for the station’s the past reducing costs has been the main catchment area driver and this has resulted in trains being planned with very tight turnaround times, Financial and economic evaluation giving little opportunity to recover from delay. Consideration of the scheme for inclusion in Building in more time at the end of journeys the capital programme of schemes

9.64 On this basis the LTP2 identifies only one scheme for a new station on the existing line at

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would therefore bring performance benefits, of the network off peak where there is adequate but would have cost implications seating capacity but little parking capacity at present Contingency Measures – Even with but also possibly attract more people onto already investment in better performance things will over-crowded services. still occasionally go wrong, often due to events outside the railway’s control. Having well 9.71 Ticketing – The current range of integrated planned contingency arrangements, and the multi-modal, multi-operator tickets and passes ability to fix faults and react to incidents based on meeting customer requirements will be quickly is important to minimise delay improved over the next five years as part of the integrated ticketing strategy. Rolling Stock 9.72 Interchanges – A programme of small 9.66 More rolling stock will be needed if the Rail interchange improvements is proposed in the LTP2. Strategy is to be delivered. The underlying growth A number of these interchanges involve local rail expected on the rail network due to economic stations, thus helping to achieve the vision of a high factors and regeneration within Birmingham city quality, integrated turn up and go public transport centre will mean that even if there are no changes network for the West Midlands. to services, more passengers will want to travel. Without additional rolling stock to increase train 9.73 Integration with Cycling and Walking – lengths passengers will have to endure severe Access to the rail network by cycling and walking overcrowding. remains an integral part of the rail strategy delivering social inclusion, accessibility and 9.67 Specific schemes to enhance the network benefits. Schemes will continue to be identified for such as new stations, expanded car parks, improving cycling and walking access and facilities additional rail capacity will all further promote growth on and around stations. and may require additional rolling stock. 9.74 Integration with Land Use Planning – The 9.68 Building more operational resilience into Metropolitan Local Planning Authorities already schedules will also have an impact on the amount seek to ensure different types of developments at of rolling stock required. On a capacity constrained appropriate locations to maximise use of public network, there is less flexibility to operate trains at transport. This is in line with PPG13 and the LPAs times which are resource efficient, and this fact will seek to locate: also impact on the rolling stock required. Intensive employment in existing centres and 9.69 Providing additional rolling stock will have other locations well served by public transport, substantial revenue funding implications, possibly including by rail including additional stabling accommodation. There Medium / high density housing in high is currently no clear source of this revenue funding frequency public transport route corridors / and a strategy to consider this issue is being existing centres well served by public developed. Without additional rolling stock, transport, including by rail however, the LTP2 rail strategy will fail. WMPTA / Centro has been successful in funding ten additional Personal Security diesel vehicles to help alleviate short term overcrowding problems. These were introduced 9.75 The impact of crime on the rail network takes from the December 2004 timetable change. many forms and affects different locations, from stations to trackside, on and off the train. Integration 9.76 The West Midlands LTP Community Safety 9.70 Park and Ride – Rail based Park & Ride is and Safer Travel programme contains a range of considered, alongside other modal P&R, in targets and projects to improve actual and Appendix 15 ‘Integration’. Park & Ride is a key perceived personal security on the rail network. element of an overall strategy to attract car users The priorities for partner agencies such as British out of cars at busy periods. Many Park & Ride sites Transport Police, Network Rail, Train Operators are already over-subscribed indicating substantial and the local authorities include: suppressed demand. A strategy of expanding these overcrowded sites where possible and developing Graffiti and vandalism new facilities is proposed. This could increase use

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Secure transport routes Resignalling schemes: Shirley to Stratford, Line side offences including track trespass Stourbridge to Hartlebury, Walsall to Rugeley and vandalism Brinsford new station, park and ride and freight facility (developer scheme) 9.77 An ongoing programme to provide CCTV at all stations linked to a central control centre Funding continues to be implemented. Staffing of all local stations from first train till last will continue in the 9.83 The current uncertainty over DfT funding is a Metropolitan Area. major constraint in being able to deliver many of the originally proposed schemes. Continued Information lobbying to make the case for investment in the West Midlands will be a crucial element in delivering 9.78 Improving passenger information on the rail the strategy. There is now unlikely to be significant network is a priority. The less than adequate level funding from the Dft in the short term because of of information provision features as a significant their focus on getting the existing network to operate issue among passengers. Within the LTP2 strategy reliably. is the proposal to implement a real time passenger information system at all rail stations within the 9.84 Inability to fund new schemes will create Metropolitan Area. Underpinning this system will substantial problems in being able to deliver the rail be the provision of a control centre and access to strategy, including recommendations arising from real time train running information. WMAMMS that were aimed at reducing road congestion.. The transfer of the SRA’s functions 9.79 The capital costs of this scheme are being to Network Rail and the DfT is unlikely to aid the partially funded through the LTP2 with Centro delivery of rail schemes. However, bids for funding making full commitment to the on-going from the £2000 million Network Rail Discretionary maintenance of this equipment. Fund for schemes will be made during the LTP2 period, one of which will be for the provision of a Affordability new 60 mph crossover at Tyseley South jnction. 9.80 Concessionary travel will continue to be available for elderly people, children, disabled Targets people, unemployed job seekers and scholars. 9.85 Owing to the substantial uncertainty Commercial fare strategies that maximise revenue surrounding investment in rail, it is not considered through market growth will be encouraged. appropriate to establish a target at this time. When 9.81 Proposals by operators to implement future investment proposals are clearer a target will improved revenue protection measures are be established. supported. Automatic ticket barriers were installed at Coventry Station in 2005 to improve revenue Projects and Programmes protection. 9.86 Previous sections have highlighted the Implementation Approach uncertain funding situation across rail industry. However, plans are being progressed to develop 9.82 Major service improvements and investment and deliver a real-time information system during proposals for the rail network require the full 2005/06 with a rollout of customer information commitment of the various organisations within the screens at priority station across the Metropolitan rail industry. With the DfT, the Metropolitan Area. The timing of delivery is dependent on the Authorities, through Centro, will play a major role funding profile within the LTP2. in co-ordinating investment programmes across the industry. Examples of such schemes are: 9.87 The LTP2 includes schemes for the provision of additional car parking spaces at new and existing Birmingham - Leamington route improvements Park & Ride facilities at stations, improvements to Remodelling the Water Orton corridor station facilities and platform extensions. Platform lengthening 9.88 A comprehensive rail delivery plan document, similar to the bus strategy, is in the process of being produced which will identify further rail projects and timescales.

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Appendix 10 Airport Surface approximately 7½ miles south-west of Wolverhampton. It is in a totally rural environment Access and its surface access traffic has an indiscernible effect on roads within the Metropolitan Area. The Introduction Airport has no access to the national rail network, although there is a courtesy service linking with 10.1 There are three passenger airports in the Stourbridge Junction Station. West Midlands: Birmingham International, Coventry and Wolverhampton Business Airports. Of these, The Future of Air Transport White Paper Coventry and Wolverhampton are outside the Metropolitan Area. 10.5 The White Paper, published in December 2003, sets out a strategic framework for the 10.2 Birmingham International Airport is the largest development of airport capacity in the United airport in the West Midlands. It occupies a strategic Kingdom over the next thirty years. It sets out the location, north of the A45 Birmingham - Coventry conclusions of the Government on the case for road with connections to national motorway network future expansion at airports across the country. at junction 6 of the M42 (A45) and junction 4 of the The Government wishes to encourage the growth M6 (A446). The section of the M42 between of regional airports in order to support regional junctions 3a and 7 is extremely busy with well over economic development, provide passengers with 120,000 vehicles using it daily. This length of greater choice and reduce pressures on more motorway is being developed, by the Highways over-crowded airports in the South East. Agency, as a pilot Active Traffic Management project. This will make best use of existing road 10.6 Birmingham International and East Midlands space, help alleviate congestion, improve the Airports are recognised as the two principal detection and response to incidents and reduce passenger airports in the Midlands (the West and delays to traffic. BIA’s site adjoins that of the East Midlands regions), handling virtually all the National Exhibition Centre (NEC) and they share commercial passenger traffic flying into and out of access to the West Coast main line and local rail the combined region. However, less than half the services via Birmingham International Station. air passengers travelling to or from the combined region use its airports. The majority of the 10.3 Coventry Airport is a much smaller airport. It remainder travel, mostly by car, to and from lies immediately outside the City Council and South-East airports and Manchester Airport. Metropolitan Area boundary, although the adjacent Middlemarch and Stonebridge Business Parks are 10.7 Having discounted the option of providing a within Coventry. The principal access to the Airport new airport to serve the Midlands, the Government’s and these and other employment areas is via the preferred location for a new runway to meet future Tollbar End junction of the A45 and A46 trunk growth in passenger demand is at Birmingham. roads. This is an extremely busy signalised However, this expansion needs to be accompanied roundabout, handling approximately 86,000 vehicles by a number of measures to ensure that local air per day. The Highways Agency have plans to quality standards are met and including increase its capacity by linking the A46 Coventry improvements to the Airport’s road and rail links. Eastern By-Pass and the A45 Stonebridge Highway under the Tollbar End junction. This will relieve 10.8 The White Paper devotes a paragraph each congestion and improve access to the Airport and to Coventry and Wolverhampton Airports as set out adjoining employment areas. The Airport has no below: access to the national rail network, although there is an hourly shuttle bus service linking with Coventry 'Coventry Arport currently serves a Station and the city centre. Future growth of this specialist role within the region, airport is the subject of a public local inquiry arising catering for business aviation, air mail from enforcement action and applications for and some freight, and can continue to planning permission in 2005. perform this role within existing constraints. There is a current 10.4 Wolverhampton Airport is a small airport, planning application for a terminal previously used for private flying and now catering development at the airport. However, for business and general aviation. It is located to in the light of our conclusions on the west of the Metropolitan Area, adjoining the capacity elsewhere in the Midlands, village of Halfpenny Green in South Staffordshire, and having regard to potential surface

LTP 2006 - Appendices 81 Airport Surface Access

access, environmental and airspace Sustainable Travel Patterns – The Airport constraints, we would not envisage Company is introducing various TravelWise any significant further development initiatives to reduce the car dependency of its being appropriate beyond the level of workforce and is investing in improved public passenger throughput in the current transport links application'. Safety and Health – The Airport Company is working towards reducing noise and pollution 'Wolverhampton Business Airport from its operations should continue its role of serving Integration – The Airport is directly connected business and general aviation. The to rail, bus, coach, taxi and private car airport could be capable of delivering facilities. There has been a substantial commercial services on a limited investment in a new people mover link scale, but should do so only in line between the Airport terminal and Birmingham with regional planning and transport International Railway Station. BIA has made priorities, and the scale of a significant contribution to the recently development at the site must take completed interchange at the Station, account of the constraints imposed by complementing the LTP funding of this the lack of strategic road access. With important project this in mind, any such development should be a matter for decision locally'. Present Situation

10.9 Much of the remainder of the White Paper as 10.11 As well as being the primary airport for the it relates to the Midlands refers to Birmingham West Midlands region, BIA is also the UK’s second International Airport (BIA). It dominates air transport largest airport outside London. It provides an movements locally and is, at present, the only extensive network of scheduled air services to over airport in the region that is required to prepare a fifty destinations throughout Europe including daily Surface Access Strategy. In the light of this, the services to the USA, the Middle East and the Indian remainder of this Appendix focuses on BIA's Sub-Continent. In terms of charter flights, BIA Surface Access Strategy. This Appendix has been provides more services than any other UK airport, prepared in partnership with BIA. with the exception of Gatwick and Manchester. In 2004, the Airport was used by nearly nine million Role of Birmingham International passengers. Airport Future Growth 10.10 BIA is a major element of the transport system of the West Midlands. The contributions 10.12 The Government's White Paper - 'The that it makes to the LTP's objectives are set out Future of Air Transport’ recognises that a new below: runway will be needed at BIA by around 2016, although it suggests that the airport operator should Economic Revitalisation – The Airport plays judge when the project will be commercially viable. a very significant role in contributing to the The White Paper specifically supports proposals economic vitality of the region. The movement for a short wide-spaced runway as it is recognised of visitors and business visitors is an essential that this option would cause less environmental element of the tourist and conference trade. damage than the other runway options that were The Airport is a very large employer, which considered in the earlier consultation document. contributes to the economy of the region Accessibility and Social Inclusion – The 10.13 In October 2005, the Airport Company Airport is adding further routes to its network, published a new Draft Airport Master Plan for public thereby extending international accessibility. consultation. The public consultation programme Locally, the Airport is actively supporting new involved an extensive programme of exhibitions public transport links which connect the Airport and public meetings, closing at the end of March with the East Birmingham and North Solihull 2006. Following the consultation process, it is the Regeneration Zone and also connect north Airport Company's intention to publish and 'adopt' and south Solihull via the Airport thus reducing a new Airport Master Plan in late 2006. It is social exclusion by increasing accessibility to anticipated that the new Master Plan will help inform its employment opportunities the review of the Regional Spatial Strategy and the

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new Solihull Local Development Framework (LDF), 10.19 In the long-haul market, BIA offer direct as well as other LDFs, Development Plans, flights to New York, Dubai and the India Economic and Environmental Strategies and Local Subcontinent, supplemented by connecting services Transport Plans as appropriate via European hubs such as Amsterdam, Paris and Frankfurt. 10.14 The passenger forecasts in the Draft Master Plan are very similar to those prepared by the DfT 10.20 Onward connections via New York (to North and predict 32.6 million passengers per annum America) and Dubai (Australia, Far East, India), are (p.a.) in 2030 (the 'Baseline Scenario'). This an increasingly important part of BIA’s business, compares with the DfT forecast of 31.7 million providing an alternative to making a journey by road passengers p.a. in 2030. However, the Air or rail to Heathrow. Transport Movement (ATMs) forecasts in the Draft Master Plan are 278,000 ATMs p.a. in 2030, 10.21 Target long-haul markets include other North compared with 350,000 ATMs p.a. in 2030 as American hubs, the Caribbean and the Far East. forecast by the DfT. The difference in the ATM Heathrow is almost at capacity and an increased forecasts is accounted for by an increased demand for flights from BIA is expected in the proportion of 'no frills' traffic in the Draft Master longer-term. Plan, where 'no frills' traffic tends to utilise larger aircraft with high load factors which increases the 10.22 The overall strategy of BIA is to increasingly number of passengers per ATM. satisfy the demand for air travel from within the region. Only 40% of the passengers from within 10.15 The new Draft Airport Master Plan has a plan one hour's travelling time of BIA currently depart period to 2030 and the key development proposals from the Airport. The remainder travel outside the are an extension of the main runway, a new second region to the London airports, Manchester or East runway and additional passenger terminal capacity Midlands to catch their flight. to include a new, third passenger terminal. The Draft Master Plan also considers the economic and 10.23 This ‘lost’ 60% generates a significant social importance of the further development of the volume of long surface journeys, mainly by car. As Airport and consequent environmental impacts. It the choice of services from BIA continues to grow also considers the surface access issues, where the proportion of the regional market that BIA this level of growth will have important implications satisfies will increase. for the future scale and pattern of surface access to the Airport and on the transport infrastructure of National and Regional Context the surrounding area. 10.24 A number of studies and policy documents Existing and Future Markets have recently been completed which will provide the context for the further development of the Airport 10.16 BIA’s current European scheduled network and its surface transport links. has comprehensive coverage, with over fifty direct 10.25 The West Midlands Area Multi Modal Study routes to all major business destinations. On some reported in Summer 2001 and identified of the highest volume routes, such as Edinburgh, infrastructure close to the Airport as being amongst Belfast and Dublin, competing airlines offer up to the priorities for investment, including widening of 14 daily departures, with a range of fares and the M42 between junctions 3 and 7 and the West service levels to suit both business and leisure Coast main line through the West Midlands, which travellers. would enable a Regional Express Rail Network 10.17 The ‘no-frills’ carriers have revolutionised (RER) to serve BIA, comprising more frequent, the European travel market, forcing established faster and higher quality trains. These proposals airlines to refocus on cost reduction. The largest were included in the Regional Transport Strategy airlines at BIA are now ‘no-frills’ airlines and most within the Regional Spatial Strategy (formerly passenger growth comes from this sector. RPG11). This looks to create a modern, efficient and cohesive transport network capable of serving 10.18 Target European markets in the the needs of both individuals and the business medium-term include Eastern Europe, the Baltic community in an environmentally friendly manner. States, North Africa and Croatia. Within this context, the strategy recognises the role BIA plays, as a gateway to the region, in providing links to Europe and a range of longer distance

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destinations for the business community and levels of congestion encountered en route. In terms incoming and outgoing leisure travellers. of road based travel, this relates primarily to the M6 corridor. The M6 Toll motorway, opened in 10.26 The Government also recognises the role December 2003, has considerably improved access that airports have as key interchanges and major to BIA. Ease of access can also be compromised employers and sees that improving access to them when the NEC is holding a major exhibition. The by public transport is essential in order to reduce Airport Company and NEC management work in congestion and pollution on nearby roads. In view partnership, and with the MATTISSE Consortium, of the potential traffic generation associated with to introduce measures to alleviate some of the airports, it is essential that the needs of surface problems encountered at these times. access to airports should be considered as part of the wider transport strategy for the area. 10.32 In accordance with the 1997 Transport White Paper, the Airport Company has published its 10.27 The Airport is located immediately adjacent Surface Access Strategy (SAS), in conjunction with to Birmingham International Railway Station that the NEC. The SAS sets out the strategic framework provides excellent connections to the whole of the within which the two companies intend to address region and beyond. Plans of the major rail the transportation needs up to the end of 2005. It operators will further enhance this accessibility. promotes a balanced approach such that the accessibility of both sites are improved, to facilitate 10.28 Centro has published proposals for the third the predicted growth in a manner that minimises phase of the Midland Metro network that includes environmental impact and encourages the use of a route between the Airport and Birmingham City modes other than the car. Centre via the A45 Coventry Road. The detailed proposals for the alignment of this route will be 10.33 The current SAS is based on a number of affected by long term plans for the Airport and the objectives, which are wholly compatible with those new Airport Master Plan. included in the LTP. The strategy consists of both major infrastructure projects and a variety of smaller Consultation measures. The implementation of all the measures combine to improve the overall accessibility of the 10.29 The Airport Company is represented on both site, with particular emphasis being given to the the Business Community Forum and the Transport enhancement and promotion of public transport, Providers’ Forum and has therefore been thereby ensuring that all visitors to the site have a significantly involved with the revision of the LTP. realistic choice of transport for their journey. The It is currently carrying out consultation on its draft objective of the SAS are as follows: Airport Master Plan Review. Airport Surface Access issues did not feature in the 2004 and 2005 LTP2 Accessibility – To improve the overall consultations because they are multi-modal. accessibility of the Airport and NEC and to provide a realistic choice of transport for all Airport Transport Forum visitors and staff that mirrors the 24-hour operations on the site 10.30 In accordance with the 1997 Transport White Environment – To reduce the impact of Paper, the Airport Company has set up an Airport Airport and NEC related traffic on people and Transport Forum (ATF). It meets twice a year and the built and natural environment in the is attended by about fifty people, representing a surrounding area wide range of organisations with an interest in Integration – To ensure that the Surface surface transport to the Airport. There are also Access Strategy improves integration within three sub-groups that meet more frequently to and between travel modes and is wholly consider, in more detail, issues relating to rail compatible with the wider objectives of the services, bus services and cycling. Airport and NEC The Surface Access Strategy Inclusion – To ensure that the barriers that currently restrict the mobility of disabled 10.31 BIA has always promoted itself as having people are removed and to provide enhanced easy access by all means of transport. However, public transport facilities and services that there has been evidence that some of the potential reduce social exclusion market within the north and north west of the region Economy – For the Airport and NEC to fulfil is discouraged from using BIA due to the increasing their potential contribution to the regional

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economy, whilst ensuring that development, 10.39 Therefore, whilst aircraft as a mode of travel and in particular the surface access can only fulfil the national and international travel requirements, are met in the most sustainable needs of the area, the Airport as an interchange manner. can offer much more to the metropolitan area and the region as whole. 10.34 However, with a plan period to 2005, the existing SAS is due to be reviewed and updated. 10.40 Similarly, in view of the local improvements An earlier revision of the SAS was deferred by the to bus services supported by the Airport and the Airport Company, whilst the Airport Master Plan promotion of the Travelwise scheme, the Airport Review process was being undertaken, but the can support the LTP objectives to a much greater Airport Company will prepare a new SAS in 2006. degree. Furthermore, if a greater proportion of the It will be prepared in conjunction with key West Midlands air travel market, which currently stakeholders (including the NEC) but, whilst it will use airports in the south east, was to fly from BIA, be consistent with the new Master Plan, it will look then the overall level of surface transport would be at a shorter plan period than the new Master Plan, reduced. Arguably, by increasing its accessibility to 2011 or 2012. Following a period of consultation by public transport, the Airport can help to support with key stakeholders, it is the Airport Company's the sustainable transport patterns objective of the intention to produce a new SAS before the end of LTP. 2006. 10.41 Table 10.1 ‘Relationship between Measures Existing Modal Share and the Objectives’ illustrates how the specific measures that are within the Airport’s current plan 10.35 Continuous surveys are undertaken to give contribute to the objectives within both the LTP and an overall picture of the travel patterns and the Surface Access Strategy. characteristics of BIA passengers, staff and visitors. In 2004, the public transport modal share was 15.6%. Although the public transport share has fluctuated in recent years, this is the highest proportion observed since 1996.

10.36 In 1996, the Airport Company entered into a planning (Section 106) obligation to use its best endeavours to increase the public transport modal share to 20% by 2005 or when the number of air passengers is 10 million per annum, if this is after 2005. Similarly, the NEC has a Section 106 obligation to increase the public transport modal share of its staff to 20% by 2005. It should be recognised that as the Airport expands, public transport access increases in absolute terms year on year even though the % share has remained relatively stable.

10.37 The Government's White Paper commends close working with the Strategic Rail Authority, the Highways Agency and regional stakeholders to develop a robust strategy for improving surface access with a long-term aim of achieving a 25% public transport modal share.

Integration

10.38 It can be seen from the above that the Airport has the potential to offer an interchange facility that not only serves the Airport and air passengers, but also provides a gateway to other national and regional destinations by rail, coach and bus.

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Table 10.1 Relationship between Measures and the Objectives

MAJOR PROJECTS / MEASURES Accessibility Environment Integration Inclusion Economy Air Rail Link (now complete) yes yes yes yes Multi Modal Interchange (now yes yes yes yes yes complete) Bus and Coach Station yes yes yes yes yes Multi Storey Car Parking yes yes Public Transport Revenue Support yes yes yes yes yes Air Rail Access Leaflet yes yes yes yes TravelWise Ticketing yes yes yes yes Public Transport Promotion (branding yes yes & other marketing Improved Off-Site Bus Shelters and yes yes yes yes Stops Cycling and Walking Network including yes yes yes yes Cycle Parking Improved Information for Staff and yes yes yes yes Passengers

Birmingham International Interchange – Projects and Programmes The Interchange was also opened in March 2003. It provides a high quality facility Major Projects dedicated to the transfer of people between air, rail and bus. The scheme incorporates 10.42 The Airport’s current expansion programme the rail terminus of the Air-Rail Link. The has included a number of major projects, costing project was a public / private partnership in the region of £30 million, the majority of which costing £7 million. The Airport Company have been financed by the Airport Company. These managed and contributed significantly to the schemes, which are largely complete, significantly project although the majority funding came improved facilities for public transport users to and through the LTP Integrated transport block from the site. allocations Bus and Coach Station – A high quality Bus 10.43 These schemes are described below: and Coach Terminus opened in September A45 Access Roads – The new dedicated 2004 on Concorde Road adjacent to the short inbound and outbound access roads to and stay surface car park. This scheme was a from the A45, Coventry Road, provides replacement for an earlier proposal for a bus improved links to junction 6 of the M42. The and coach station on the site of the car park. new access roads opened in April 2002, at a The second phase of the Scheme, which is cost £11 million which was wholly funded by due to be completed in 2005, includes covered the Airport Company walkways to both Terminals 1 and 2. This Air- Rail Link – The Air-Rail ink people mover scheme has provided enhanced waiting and opened in March 2003, replacing the former information facilities for bus users at the heart 'Maglev' connection between the Airport and of the Airport site. The total project cost is Railway Station. The project cost £11 million £500,000 and is being wholly funded by the and was funded primarily by the Airport, with Airport Company a £910,000 contribution from European 10.44 Separate from the Airport’s programme is (TENS) funds the proposed Midland Metro network expansion, referred to elsewhere. The Airport would be

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connected to the proposed Metro extension via the a scheme is in preparation to provide an improved Air-Rail Link and the new Interchange. link into the Airport and the railway station (funded by the Airport Company). The Company has also Other Projects provided free cycle storage and clothing lockers and showers to encourage more staff to cycle. 10.45 A series of public transport guides have been published and are regularly updated. These focus on public transport services to the Airport. These and other timetables are displayed at a number of public transport information points that have been established in the passenger terminals. Further improvements to public transport information are planned in Terminal 1 during 2005.

10.46 The Airport Company provides financial support to help establish new bus services. The Company has worked in partnership with other public and private sector organisations to establish the 966 bus route linking north and south Solihull via the Airport and the experimental demand responsive day & night service, the 'Buster Werkenbak', for staff in east Birmingham and north Solihull. Other services that have benefited from support include the Birmingham - Coventry (900), Birmingham - Airport (37A), Atherstone - Airport (777) and Nuneaton - Airport (717) services.

10.47 Rail services are very important for access to the Airport, especially for air passengers. Although the level of service to the Airport is constrained by capacity constraints, new trains have been introduced on Virgin Cross Country services (in 2002) and Virgin West Coast services to London (in 2004). Completion of a new crossover at Birmingham International Station, during 2005, will see the introduction of a new pattern of local trains that should provide a more regular and reliable service. New trains are also to be introduced on these services during 2005.

10.48 The Airport Company recognises the potential to increase the amount of cycling to the Airport particularly for staff, about 40% of whom live within 5 miles of the Airport. The Company is working in partnership with Birmingham and Solihull Councils and the sustainable transport charity Sustrans to improve access for cyclists to the Airport site. As part of the new A45 Access Roads Scheme, a new segregated cycle route has been established across the A45, avoiding a number of busy roundabouts, and along the B4438 to Catherine-de-Barnes. This route will be incorporated into Route 53 of the National Cycle Network, linking Birmingham and Coventry via the Airport, and providing better access to the Airport from the north and the south. A new route has also been completed across Sheldon Country Park and

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88 LTP 2006 - Appendices Freight Strategy

Appendix 11 Freight Strategy Present Situation

Role of Freight 11.3 Freight movement is an essential element in the national, regional and local economies. The 11.1 The efficient movement of goods is vital to local authorities fully appreciate the economic our local and regional economy. Indeed, as Britain’s benefits to the area and the need to work closely foremost manufacturing region, it is vital that the with businesses and industry representatives in transport needs of industry and commerce are given addressing the issues of freight distribution and the a high priority within any transport strategy. As the external problems that it can cause. Metropolitan Area is at the cross roads of national road and rail arteries, the networks have a role to 11.4 The prosperity of much of our Area was play in national, regional and local movements. founded in the Industrial Revolution and trade with the former colonies. Industries and facilities for the 11.2 The role of freight transport within the overall movement of goods and commodities grew round LTP strategy can be seen as follows: the canals and railways. The advent of the motorway and cheap road transport after the Economic Revitalisation – The movement Second World War gradually resulted in most freight of freight is a key part of much of the West movements transferring to road. Consequently, Midlands economy. Local business currently there is a huge reliance on the highway network. estimates that congestion is costing them This will remain the case for the foreseeable future. some £2.3 billion per year. This includes the cost of delays to freight movements. 11.5 Freight Movements Removing some of the worst congestion points on the highway network, particularly on 11.6 Road haulage is dominant and has become the M6, could do much to improve the increasingly so as heavy industry has declined and economy of the whole region economics have favoured road transport. The advent of ‘just in time’ operations; the 'moving Social Inclusion and Accessibility – We warehouse' and 'lean production' has continued the have undertaken a detailed Logistics Study trend, although rail has increased its share slightly in two phases, identifying supply and demand in recent years. for medium and large sites for industrial operations and distribution centres with large 11.7 Roughly 150 million tonnes of road freight are freight movements locations close to the generated within the West Midlands region each strategic highway network or rail-freight year and a similar amount is received. Of these facilities and ensuring that they are accessible tonnages, one third travel into and out of the region, to potential employees. so that in total about 200 million tonnes are carried Safety and Health – There is the perception on West Midlands roads each year. that heavy freight vehicles present a higher safety and health risk. Heavy freight vehicles 11.8 Inbound road freight mainly comes from the should keep to the Primary Route network as North West, the East Midlands and Yorkshire, whilst far as possible rather than use residential outbound the main destinations are in the North routes. The Freight Quality Partnership has West, East Midlands and the South East. The role produced a Lorry Drivers Guide. This includes of the M6 is very evident. recommended access routes to commercial clusters, reducing adverse impacts for 11.9 In contrast freight by rail is modest with only example noise, and visual intrusion in 5 million tonnes coming into our Area and 1 million residential areas being taken out, although 43% of all rail freight in Integration – There are a number of freight the country uses the West Coast mainline (WCML) railheads within or close to our Area, for at some point. example Lawley Street, Hams Hall , but more need to be developed. A shortage in the West 11.10 The incoming rail tonnages, not surprisingly, Midlands was identified in the Strategic Rail are almost entirely those for which rail is well suited; Authority’s Freight Strategy. The Authorities ores and metals, aggregates and international are protecting a number of old railway siding containers. Outgoing consignments are similar but sites for potential use. Some private disused headed by international containers. The WCML is sidings are being retained should there be an important in handling these flows, particularly for opportunity to bring them back into use the east coast container ports; as are the

LTP 2006 - Appendices 89 Freight Strategy

Birmingham - Banbury route for Southampton; more on building roads' was the bottom priority Tamworth - Birmingham - Bristol; Sutton Park line when ranked against a range of other modal issues. and Tame Valley lines. Most of these lines are also used by passenger services, leading to capacity 11.16 The 2005 consultation contained two and flexibility problems. additional statements about traffic congestion. Tackling congestion was a 'high middle' priority 11.11 Although the Metropolitan Area has fifteen whilst investigating options for tackling congestion rail freight terminals, most of them are specific to a was a 'low' priority. Both statements received corporate supply chain. New ones are at Tasker strong support, the former more strongly than the Street in Walsall, Birch Coppice in North latter. Investigating options did, however, receive Warwickshire and Keresley in Coventry. Hams Hall significantly greater support by stakeholders than and Lawley Street in Birmingham are transfer points by the public, perhaps reflecting the importance of for intermodal freight. Here demand has grown tackling congestion to the local economy. considerably and expansion is desirable. 11.17 Operators Views 11.12 Some freight is moved by air, canal and pipeline but it is very much at the margin. Coventry 11.18 Through the partners, and through specific airport is used primarily for freight and Birmingham surveys, the views of freight transport operators has ‘bellyhold’ traffic but the tonnages are small. have been sought. Their main worry is congestion There is potential for these modes to carry more and being able to make efficient urban deliveries. but this will not impact significantly either Important elements emerging from the operators environmentally or economically. were:

Consultation Illegal and inconsiderate parking coupled with poor enforcement 11.13 Birmingham was one of the first authorities Impact of school journeys on operations to set up a working partnership with the Freight Limitations on the range of possible delivery Transport Association (FTA) and transport operators times; 20% cannot be programmed within 24 to address the needs and problems of the hours movement of goods. A joint study evolved into a Almost 75% support for shared bus / lorry detailed report to the Local Government Association lanes and DETR in 1998. This cooperative work has been Over 50% felt that local signing to major extended to joint working throughout the destinations needed improving Metropolitan Area and a full Freight Quality Almost 50% felt more information was needed Partnership in 2000. on operational constraints; weight, height and loading restrictions; recommended routes and 11.14 The Partnership includes all the Metropolitan on help for drivers on overnight or break Authorities and the Highways Agency; Advantage facilities West Midlands, Centro, Freight Transport Association, Road Haulage Association, Transport 11.19 The West Midlands Area Multi Modal Study and General Workers Union, Birmingham / Black also studied freight matters and endorsed much of Country Chamber of Commerce, Transport 2000, the above. Specifically it identified: EWS, Network Rail, own account freight movers:, Cadbury, Hampson Haulage, Tarmac and the West Severe congestion on the motorway Midlands Police. Inefficient use of existing road space High cost of congestion 11.15 The 2004 and 2005 consultations asked Congestion at growth points about 'spending more on building roads', 'spending more on highway maintenance' and 'doing more to 11.20 Regeneration is vital for our Area and goods encourage safer motoring', each of which are movement is vital to employment regeneration. relevant to road freight movements, including The Regeneration Zones suffer from weaknesses access to railheads. The outcomes of both in both the strategic networks that serve them and consultations showed, in a strategic context , that also the more local but important principal roads 'spending more on highway maintenance' was the that hinder movement and deliveries, for example second highest priority, 'doing more to encourage throughout the Black Country. safer motoring' was a 'middle' priority and 'spending

90 LTP 2006 - Appendices Freight Strategy

11.21 A further significant factor is the strategic 11.26 A Regional Freight Strategy is in preparation location of the Metropolitan Area. It lies at the through the West Midlands Local Government crossroads of the country’s transport networks - Association, involving all the Metropolitan, Unitary road, rail and water. This brings added pressures and Shire authorities. The action plan anticipates onto the transport networks, which have to perform key industry changes, legislation and market local, regional and national functions. It also means forces. It covers all modes and range of that the Area is an attractive location for the stakeholders. It will help guide future LTPs, but has distribution industry producing efficiency and been anticipated in this one. environmental gains through good logistics practice. 11.27 The Freight Quality Partnership was formed 11.22 The trends in movement of freight have been in July 2000 and the action plan, see Table 11.1 analysed as part of joint work undertaken on the ‘West Midlands Freight Quality Partnership Action Regional Freight Strategy. The amount of goods Plan’, outlines the work programme. It also shows moved and the average haul length continues to the commitment to work towards a sustainable increase. The total numbers of goods vehicles on distribution network for the West Midlands roads in our Area has fallen in recent years although conurbation from operators, industry and local there has been a significant rise in the largest authorities. vehicles that are the most visually intrusive. As a University of Westminster study has shown, a high 11.28 Key early achievements have been: proportion of movement / deliveries are undertaken by non-goods vehicles, i.e. small vans and cars, The agreement on a revised primary route which do not show through in these figures but are network for goods vehicle movements equally as valuable to business success. Whilst Preparation of a guide in 2005, for operators, this element of the distribution chain is recognised, businesses and local authorities which it is an element that itself causes congestion includes: affecting all other road-based modes at peak times. Key destinations 11.23 Two new intermodal rail terminals have been Environmental restrictions introduced in the last ten years at Hams Hall and Recommended routes Birch Coppice to add to the existing Freightliner Loading restrictions terminal at Lawley Street, Birmingham. Growth in Weight restrictions container traffic has been significant but flows to Height restrictions Europe have been affected by poor reliability across Lorry parks / Weigh bridges the Channel and problems at Sangatte. Improved planning for projects such as Red 11.24 On the Midlands Links motorway network, Routes and for lorry parking goods vehicle / commercial flows are as high as one third of all movements. The M6 Toll has given 11.29 The Regional Spatial Strategy and little relief with around 10% flow transfer, but only Development Plans include policies to encourage 7% of vehicles are HGVs on the new route. Even use of rail and land use designations to protect sites on the rail network, there is a concentration of flows with potential for future rail use. The role of air, on the WCML and the Tame Valley and Washwood canals and pipelines is recognised for movement Heath areas.Without attention to freight movement of some bulk goods that are less time dependent, priority, the Metropolitan Area will increasingly be but the overall impact will be modest. The grants seen as a congested area, an adverse factor in available to encourage transfer to such modes have attracting inward investment. changed and are now administered by DfT. Strategy

11.25 The strategy for improving freight transport consists of three elements:

Joint working through the Freight Quality Partnership Enhancing delivery areas Tackling congestion on a broad front

LTP 2006 - Appendices 91 Freight Strategy

Table 11.1 West Midlands Freight Quality Partnership Action Plan

Action Target date

1 Publish a Lorry Drivers Guide for the West Midlands Published 2005

Feasibility work to put lorry guide on the Internet 2006

2 Improve HGV signing to main industrial areas from Signing work began in Birmingham in 2001 the strategic highway network and is now being pursued by the other authorities Look into putting speed limits on speed camera signs

3 Investigate the possibility of more out of hours Demonstration schemes are now being sought deliveries, changing hours that are unreasonable

4 Improve enforcement of parking restrictions to As part of decriminalised parking enforcement protect kerbside access for deliveries has been taken on in authorities under most pressure

5 Consider freight use of priority lanes where Proceeding through demonstration schemes appropriate

6 Agree and keep under review the Primary Route Revised Network published in Regional Network in the region for distribution purposes Transport Strategy 2004

7 Identify congestion hot spots and take action Over 100 being pursued in Birmingham, others being done through the Local Transport Plan Consult professional drivers about hot spots on a district by district basis

8 Promote best practice as recommended in the FTA Some included within the 2005 Lorry Drivers policy document ‘Urban Friendly Deliveries’ Guide, others for future updates

9 Encourage use of rail freight where practicable All partners will promote, encourage and support through Rail Freight Facilities Grants, UDPs, planning policies and development control

10 Ensure planning guidelines are relevant for On-going operating centre design (eg dimensions, short term parking bays for vehicles awaiting delivery)

11 Look to develop lorry facilities at existing industrial Investigate locations suitable for Public estates with security and facilities for drivers Highway Gating Orders in 2006, to reduce crime and improve safety in commercial areas where legislation will allow

12 Highways Agency - Identify HGV issues on the Completed 2005 core trunk road network through the Route Management Strategy process

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11.30 Through the Regional Freight Strategy and 11.36 PROJECTS AND PROGRAMMES planning controls the local authorities will be seeking to protect key rail connected or connectable 11.37 Improvements to the Primary Route Network sites and to advocate the enhancement of key which will assist freight movements: routes into and through the conurbation to W10 gauge or better for containers (i.e. can carry 9ft 6in Red Routes Network Phase 2 standard containers). Similar improvements to the Urban Traffic Management and Control Sutton Park Route and the Chase Line would be A452 Chester Road Access Improvements desirable. A457 Dudley Road Traffic Management Phase2 11.31 The importance of properly maintained A4123/A461 Burnt Tree Island infrastructure for adequate lorry carrying capacity A41/A4031 All Saints Road Junction is reflected in the priority given in the principal road A461 Walsall carriageway maintenance programme and in the bridge strengthening programme, particularly as 11.38 Trunk Road Schemes: many industrial sites are not adjacent to the strategic network. A45/A46 Tollbar End Junction

11.32 The concern about congestion is being tackled along with measures that help other road users. These include; hearts and mind programmes, Metro and bus improvements, but more directly in the freight context:

The WCML improvements now make provision for WM10 gauge and from Nuneaton to Landor Street. Yet to be upgraded, (although there is a good business case) is the route from Bordesley to Leamington and Southampton Active Traffic Management (ATM) underway on the M42 and widening later ATM on M6/M5 following the M42 demonstration Early introduction of Red Routes across the PRN Mattisse information to improve planning, reliability and flexibility Highway improvements via quick wins Shared use lanes

11.33 Targets

11.34 In many respects, targets are set out in the programmes above, but a new holistic outcome target reflecting all the proposals has been devised:

Increase the number of industrial areas that are accessible to 44 tonne lorries within 5 minutes of the nearest motorway junction (daytime inter-peak) by 2% between 2004 and 2010

11.35 Each of the elements of the Freight Quality Partnership action plan will be monitored by the Partnership.

LTP 2006 - Appendices 93 Freight Strategy

94 LTP 2006 - Appendices Taxis and Private Hire Vehicles

Appendix 12 Taxis and Private taxis and PHVs operated in each Council's area. The abandonment of taxi quantity controls will Hire Vehicles change this situation. However, there remains differences between taxis and PHVs, principally Role of Taxis and Private Hire Vehicles that taxis can use on-street ranks and ply for hire, whilst PHVs must be booked in advance. 12.1 The Metropolitan Authorities recognise that Hackney Carriages (taxis) and Private Hire Vehicles 12.3 In order to bring about greater integration and (PHVs) have an important role within an integrated commonality of standards and policies the transport policy as set out below: Metropolitan Councils led the creation of the West Midlands Neighbouring Authorities Working Group. Economic Revitalisation – The basic role This Group has grown from an initial membership within economic revitalisation is limited but of a dozen authorities to a current membership of they will play an important role in the 27, creating a regional group working to introduce movement of business people and other complementary policies and standards that reflect visitors, particularly those attending the different characteristics of the member conferences and other major events and authorities. visiting local businesses Accessibility and Social Inclusion – Taxis 12.4 There is not a single West Midlands policy and PHVs provide services when it is not statement on matters such as the provision of taxi economic for public transport to operate ranks and PHV use of bus lanes (although, within frequently or to remote locations. the Metropolitan Area, this latter point is being Furthermore, it is not unusual for people addressed through the Bus Showcase Handbook). without a car to take a bus to a shop or town The Metropolitan Working Group members do centre and then use a taxi or PHV for the however seek to ensure that there is consistency return trip with their purchases. Additionally, within the respective policy statements of individual taxis and PHVs are used by vulnerable authorities, for example - Birmingham’s 'Visions' travellers (for example, unaccompanied Transport Strategy. Currently, whilst there is a high children) for a range of daily trips, including degree of consistency in respect of taxis, further home-to-school journeys progress is needed in respect of PHVs. The Sustainable Travel Patterns – By being development of common policies across the integrated with public transport facilities, they Metropolitan Area is being progressed by the support its use and help the development of different authorities. sustainable transport travel patterns Safety and Health – They can help someone Consultation with a disability make a journey that could not be made by conventional public transport. 12.5 During the extensive consultation in reparation Importantly, they are able to provide a flexible for the 2003 LTP and during the 2004 public door-to-door service and drivers are consultation, the role of taxis did not arise as a key reasonably prepared to assist with the issue. It is evident that the provision is very much carriage of shoppers or other loads into the taken for granted by the general public, although passenger’s house issues of safety relating to un-registered vehicles Integration – Taxis and PHVs can provide and refusal to go to certain areas were raised. an important link in longer public transport Targeted work on social inclusion issues has journeys by providing access to railway, coach identified the importance of taxis to certain groups and bus stations and airports. Without such in the area. links, travellers might be encouraged to use 12.6 The issues that affect taxis and PHVs might private vehicle for the whole journey be seen as similar to those relating to travel by car, Present Situation inasmuch that the 2004 and 2005 consultations asked about 'spending more on building roads', 12.2 Within the Metropolitan Area, each Council 'spending more on highway maintenance' and 'doing exercises a licensing role in respect of taxis and more to encourage safer motoring'. The outcomes PHVs. Drivers and vehicles are licensed, to ensure of both consultations showed, in a strategic context , safety and driver competence. Historically there that 'spending more on highway maintenance' was were significant differences between how many the second highest priority, 'doing more to encourage safer motoring' was a 'middle' priority

LTP 2006 - Appendices 95 Taxis and Private Hire Vehicles

and 'spending more on building roads' was the 12.12 A further issue is the growing use of bottom priority when ranked against a range of other electronic bus gates as bus priority measures as modal issues. these cannot be activated by taxis. This negates some of the advantage they gain from being allowed 12.7 The 2005 consultation contained two to use bus lanes. additional statements about traffic congestion. Tackling congestion was a 'high middle' priority 12.13 Finally, the successful diversification and whilst investigating options for tackling congestion regeneration of centres is increasing the demand was a 'low' priority. Both statements received for taxis to serve new developments, for example. strong support, the former more strongly than the leisure facilities that open at times when traditional latter. public transport is limited. Regeneration is also commonly associated with creating new urban The Strategy environments that are not dominated by roads and traffic, but need good accessibility. Thus it is clear 12.8 The wider role of taxis and PHVs within the that consideration of the provision of ranking / pick development of integrated transport policies is up facilities and access to pedestrianised areas or recognised by the Metropolitan Authorities. Work areas where road space has been reduced is an on developing policies, that reflect this, is at different important part of the design process and an stages within the Area. important part of the provision of an integrated transport network. 12.9 The issue of regularising quality standards has been a major focus of the Working Group. 12.14 The current statutory framework for the Procedures to benchmark standards are being operation of taxis reflects the historic origins of the developed as part of preparations for Best Value service, rather than the role of taxis in a modern analysis of the service. Currently standards across integrated transport system. There is considerable the Metropolitan Area are converging. scope for improving integration and developing the role of taxis to support the aims of the LTP. The 12.10 Although taxis and PHVs carry people to successful resolution of these issues will be an places across the whole Metropolitan Area and important element in delivering the LTP strategy. beyond, they are licensed by one of the seven different Councils, according to the location of the Projects and Programmes operating base. This means that there are seven different organisations discharging enforcement 12.15 Both taxis and PHVs will benefit from the powers and only within their own Council area. enhancement of the road network and improved Furthermore, this means that taxis cannot use ranks highway maintenance. Taxis will also benefit from or ply for hire outside their Council area. However the growth of the network of bus priority measures. the Authorities work together to overcome particular In some districts, specific taxi and PHV schemes problems and Birmingham International Airport, have been and are being introduced. Examples which is located in Solihull, is served by taxis include the expansion of bus priority facilities and licensed by both Birmingham and Solihull Councils. the allowance of PHVs into bus lanes. Also, specific taxi enhancement schemes include 12.11 Currently a key issue for the trade is the use additional ranks, feeder lanes and improved of bus lanes by taxis and PHVs. Generally PHVs passenger waiting facilities. are excluded, primarily for enforcement and recognition reasons, whilst taxis are generally 12.16 Projects have been developed in response allowed to use bus lanes. There is strong pressure to particular needs. One example is the wheelchair from PHV operators to be allowed to use bus lanes, accessible taxi service in Sandwell. Here, survey but this can lead to opposition by taxi and bus work had identified a shortage of accessible taxis operators. From a wider perspective, in some areas and the aim is to assist people with mobility the concentration of taxis and PHVs is such that difficulties access employment, training and their use of bus lanes has the potential to disrupt education. bus services, whilst in others there is spare capacity. This may mean that a standardised 12.17 An allied project is the 'Taxibus' service now approach across the Metropolitan Area is not provided in the Meriden Gap area. This now carries appropriate. over 1000 trips a week, serving rural communities.

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12.18 In Birmingham, the City Council recognises the problems caused to taxi drivers and their passengers by cars and other vehicles that park on taxi ranks. In an effort to overcome the problems, all the city centre’s 63 ranks have been re-established under a new Traffic Regulation Order (TRO) with appropriate signage and road markings. A similar TRO will be introduced covering taxi ranks in the rest of the city, including Sutton Coldfield and Edgbaston.

LTP 2006 - Appendices 97 Taxis and Private Hire Vehicles

98 LTP 2006 - Appendices Waterways

Appendix 13 Waterways carriage of bulk material and passenger services. We will continue to work with British Waterways Role of Inland Waterways and other partners to secure canal-side improvements to ensure ease of movement across 13.1 The Inland Waterway network across the the network. Metropolitan Area makes an effective contribution 13.4 The ease of use and attraction of our canals to an integrated transport network. The LTP2 sets by boaters can be improved by the provision of the context for the transportation role of the ancillary services at strategic locations, such as waterways and assists in ensuring that local policies sanitary stations, mooring points, and by creating are fully integrated with other transport related access from the canal system to urban centres. It policies such as freight, cycling and pedestrian is therefore essential that the canal is not perceived movements. The important role of canals as as a ‘closed corridor’ and that, wherever possible, sustainable transport links is set out in ‘Waterways it should be integrated with the wider community, for Tomorrow’ (DETR June 2000) which as is often happening with new canal-side demonstrates the regenerative effects of canals developments. and the Government's commitment to promoting the value of our waterways as a sustainable 13.5 However, the greatest potential use of the resource. canal network is for walking and cycling. The LTP2 strategy of encouraging sustainable travel patterns 13.2 Canals contribute to LTP2 objectives as aims to encourage walking and cycling. follows:

Economic Revitalisation – Although their Current Situation use for commercial purposes is limited, canals can provide attractive pedestrian and cycle 13.6 Funding and statutory limitations placed on routes away from road traffic that can give British Waterways restrict their ability to finance access to employment areas. They can also towing path and environmental improvements to contribute to the enhancement of industrial the canal corridor. However, it is their policy to and commercial areas and provide routes for promote the canal network as a sustainable statutory undertakers’ services transport route and encourage ‘access for all’. It is expected that British Waterways will continue to Accessibility and Social Inclusion – The develop the canal network, in partnership provision of traffic-free pedestrian and cycle with private and public agencies, and in doing so routes that are normally accessible can assist aim to deliver social inclusion through the in reducing social exclusion by enhancing regeneration process. opportunities. Canal improvements can contribute to the environment and provide 13.7 Although it is accepted that canals may have leisure opportunities. Their location means only limited scope for freight transport all proposals that they can make a greater contribution are welcomed. As an example, a freight cargo improving the life and accessibility of many project was piloted in the Autumn of 2002 carrying socially excluded people cardboard waste from Leamore Business Parks Sustainable Travel Patterns – They provide (Walsall) via canal to the recycling plant in Saltley, cycle and pedestrian routes canals support Birmingham. sustainable means of transport. They also provide alignments for services, statutory 13.8 On a national level, not all inland waterways undertakers and pipelines are suitable to cater for intensive cycle use. Safety and Health – In providing cycle and However, the majority of the canal network within pedestrian routes canals provide health our Area is capable of meeting the criteria and many exercise and routes away from road traffic miles of towing path have already been transformed Integration – Canals can provide links in the for this use. It is hoped that British Waterways will pedestrian and cycle networks continue to work with the relevant agencies, in particular SUSTRANS, in order to build on this 13.3 Canals form networks and provide links which success. can offer safe, traffic free routes in a pleasant environment for all user groups, such as pedestrians and cyclists, and can be fully integrated with highway routes. They also offer scope for

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Current Policies has taken place with local authorities, the Ramblers Association, relevant cycling bodies and the local 13.9 The current planning policy framework seeks community. Consultation is also carried out through to safeguard canals. British Waterways will continue educational and promotional events such as the to promote canals through the normal consultation Black Country Boating Festival and the high profile, channels at all levels. Inland Waterways Association Exhibition in Birmingham. 13.10 Although Government guidance on the initial round of LTPs (March 2000) refered to inland 13.15 The 2004 and 2005 consultations did not waterways within the context of ‘sustainable identify waterways as a mode about which to seek distribution’ and set out the need to examine the views and priorities. However, one consultation role of canals for freight traffic on waterways, response did suggest that canal towpaths should Government Guidance on LTP2s does not refer to be upgraded to make them suitable for walking, canals or waterways. running and cycling.

13.11 The Association of Inland Navigation Strategy provides comprehensive guidance in ‘Planning for Freight on Inland Waterways’ (February 2005). 13.16 The basis of a future inland waterway This shows how good planning can help support strategy rests on several main themes, focused on and encourage the use of inland waterways for the wide variety of user groups utilising the resource freight transport. Businesses that are investigating and seeking to promote the waterways to the wider the use of canals for freight transport should be community. In essence the strategy will: encouraged and, wherever possible, should work together to assist in bringing schemes to fruition. Encourage wider use of the inland waterways by providing a sustainable network 13.12 Our UDPs afford protection to the canal Decrease reliance on the motor vehicle by network. As an example, Birmingham, Dudley and providing safe routes, free from traffic and Wolverhampton Councils have produced canal noise and enabling linkages to allow passage corridor studies that act as either a standalone between the workplace, community spaces, reference document or are adopted as full SPG. shopping centres and the home Sandwell Council is regarded as an example of best Promote the health benefits of using practice in their UDP policies covering the canal alternative modes of transport incorporating network. use of the towing path, through improved consultation and educational programmes Consultation To promote integration with other modes of transport, such as rail, buses, metro lines and 13.13 In their role as statutory consultee for all the pedestrian network developments likely to have an impact on the To investigate the potential for freight on the waterways, British Waterways is able to provide waterways and to build on existing feasibility expert advice in terms of any emerging schemes such as ‘Waste on Water’ in Walsall development proposal. It is therefore essential to To pursue funding opportunities to facilitate enter into early discussions with British Waterways infrastructure and access improvements in order to safeguard both the structural integrity of the network and to investigate the potential for To continue to work with partners to deliver providing linkages and permeability across essential projects such as British Waterways development sites. Other environmental / Fieldfare Trust in promoting ‘Access for All’ improvements, such towing path upgrading, access To develop a regional cycle and pedestrian points and mooring facilities can often be network in order to encourage wider use of incorporated into new developments to create the towing path and canal environment vibrant and active water frontages. Projects and Programme 13.14 British Waterways and local authorities also consult with external agencies to develop local 13.17 The current strategy for the delivery of a community strategies and to encourage social sustainable network lies with a culture of inclusion through making the waterways more partnership. British Waterways have developed accessible. An example of this is through the many imaginative partnerships, which act as a Dudley Cycle Forum, where extensive consultation vehicle for delivering both specific projects or by

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widening their remit to source further funding. Examples include:

Arc of Opportunity – British Waterways and Advantage West Midlands are working in partnership to deliver the ‘Canals in the Arc’ environmental project across the Black Country. AWM have secured £2.15M that aims to act as a catalyst to stimulate tourism and leisure development within Birmingham, Dudley and Sandwell Hospital Routes – City Hospital through to Sandwell Hospital improvement works to the towing path providing a safe pedestrian link. The route is being promoted by the two hospitals as a way of highlighting health benefits of walking to work and taking the lead by encouraging their own staff to utilise the route Continuing to seek improvements via third party development activity through development agreements and Section 106 obligations Summit Canal Corridors –- Improvement of bridges, including those on the SUSTRANS route, and the Galton Valley Heritage Centre, together with events programme to improve activity along the canal Make a Difference project - a British Waterways initiative

13.18 The LTP2 does not identify any specific schemes for improvements to the canal network. However, with the adoption of each Authority's Rights of Way Improvement Plan, opportunities may arise to link improvements to canal towing paths to promote more walking and cycling.

LTP 2006 - Appendices 101 Waterways

102 LTP 2006 - Appendices Powered Two Wheeler (P2W) Strategy

Appendix 14 Powered Two to hide. The risk of theft is much higher for mopeds and bikes with small engines than for larger-engined Wheeler (P2W) Strategy machines.

Introduction 14.8 On-street parking for P2Ws is free across the Metropolitan Area. However, better provision of 14.1 In addition to this LTP2 Powered 2-Wheeler secure on and off street parking facilities, beyond Strategy, a West Midlands Powered 2-Wheeler local city and town centres, is needed. Strategy is independently under development by the West Midlands Motorcycle Forum (WMMF), Consultation building on the original Sandwell P2W strategy of 2000. 14.9 User surveys conducted in Birmingham; Sandwell and Walsall have been considered by the The Role of Powered Two Wheelers WMMF (formerly the Sandwell Motorcycle Forum). Three main concerns have been identified: 14.2 P2Ws offer reduced journey times; are easier to park, take up less road space than a car, provide The need for secure on-street parking facilities convenient door - destination capability and meet Improved highway maintenance and design an individual desire for mobility in an increasingly Access to Bus Lanes mobile society. They are relatively cheap to purchase and run and can be used in both urban 14.10 Parking bays should be provided in well lit and rural environments. places on firm, flat and level surfaces. Blacktop is not always suitable as in hot weather it may become 14.3 According to figures produced by the soft, causing machines to fall over. Bays should Motorcycle Industry Association, P2W traffic has be located away from trees and drain gratings, increased by an estimated 49% since 1993 and the where keys could be dropped and lost, and anchor whole P2W market rose 239% between 1993 and posts or hitching rails provided to which to chain 2003. New registrations have since remained the P2W. Ideally the bays should be located in steady with an increase in overall registrations. locations where there is public activity and natural surveillance and / or be covered by CCTV cameras. Vulnerability of Powered Two Wheelers 14.11 The 2004 and 2005 consultations did not 14.4 P2Ws are a vulnerable mode of transport. identify P2W as a mode about which to seek There were 749 P2W casualties in the Metropolitan specific views and priorities. However, the Area in 2004, a fall on the previous two years but statement about spending more on maintenance, casualty rates are still a major concern. Safety will which was seen as the second highest priority, is be improved by a combination of rider education, relevant to the comfort and safety of motorcycling. traffic engineering and better enforcement of traffic law among all road users. Powered Two Wheelers in Bus Lanes

14.5 A number of initiatives are already underway 14.12 Access to bus lanes is one of the requests that address rider concerns. A P2W awareness of motorcycle user groups. A decision on whether campaign carrying the slogan 'If looks could kill, not or not to allow motorcycles into bus lanes should looking will' was held during 2004 across our Area. be taken on the basis of only permitting sharing if This campaign highlighted both rider responsibility it would improve rider safety without compromising and driver awareness issues. the safety and convenience of other road users.

14.6 The 'Bikesafe' initiative 14.13 The 'Sandwell Strategy for P2Ws provides is supported by authorities across our Area. an insight into the key issues facing P2W users and 'Bikesafe' encourages riders to undertake further how they can respond. It highlights the key issues advanced training once they have passed their tests of safety, secure parking, theft, road surfacing, with the key issues being road positioning, the use highway design and the use of bus lanes. These of appropriate speeds, journey planning and the concerns will be considered via feedback from user machine’s care. forums. The WMMF proposes to update its strategy document in the near future. 14.7 P2Ws are vulnerable to greater levels of theft than cars since they are more portable and easier

LTP 2006 - Appendices 103 Powered Two Wheeler (P2W) Strategy

Strategy

Develop and agree a common parking standard to enable planners to provide appropriate advice to developers Include P2W parking standards into each authority’s UDP / LDF at the appropriate time Develop a programme to provide safe and secure on-street P2W parking bays in all districts, including P2W parking in cycle parking initiatives Develop and agree an Area-wide design and maintenance standard to alleviate surface hazards

Targets

14.14 Although the needs and potential of P2Ws are recognized, no specific usage targets have been set. Reductions in P2W casualties will contribute to the wider local and national casualty reduction targets. An achievable and suitable target for P2W accident reduction may need to be considered in the future.

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Appendix 15 Integration integration with other modes are important elements Role of Integration Present Situation 15.1 The LTP2 aims to achieve integration between modes and between related policies and strategies. 15.2 Steps to enhance integration, both between How integration helps achieve LTP2 objectives is modes and between policies, are set out below. set out below: The main areas considered are:

Economic Revitalisation – An integrated Integration of transport policy and other public transport system will increase public Government policy transport use to centres to increase their Health vitality and viability and improve access to Social inclusion 'brownfield sites' and employment areas. Education and training Policy integration ensures that new Employment developments and regeneration proposals are Integrated public transport planned in conjunction with their transport Network West Midlands needs and that maximum use is made of Complimentary public transport modes existing transport infrastructure Interchanges Accessibility and Social Inclusion – Ticketing Detailed Accessibility Planning work will Park and Ride identify problems and potential solutions to Cycle / public transport integration accessibility issues, particularly for the socially Set-down / pick up excluded. The Accessibility Strategy provides more details Integration of Transport Policy and Other Sustainable Travel Patterns – The strategy Government Policy will help to reduce the number, and length, of car journeys through longer term development 15.3 Since 2003, we have developed our transport location policies, locating housing, strategy in line with the Transport Shared Priorities, employment, retail and other facilities in agreed between Government and the Local locations that are integrated with existing Government Association. Transport strategy is an travel patterns. The length of car journeys important component of our Community Strategies can also be reduced with well planned and this relationship is considered further in opportunities to integrate and change modes, Appendix 24 ‘Community Strategy’. Integration with such as at Park & Ride sites. The increasing land use planning is achieved initially through the focus on demand management will Regional Spatial Strategy that includes the Regional complement actions to achieve more Transport Strategy and sets out integrated regional sustainable patterns of travel priorities. The LTP2 translates these into more local Safety and Health – Efforts to improve the actions and integration is principally achieved by actual and perceived safety of the transport ensuring the LTP2 and land use planning integrate directly with aims to increase frameworks complement each other. accessibility and promote greater use of alternatives to car travel. In addition, we have 15.4 The importance of transport to health through a strong accident reduction record and will impacts on physical activity, air quality and continue to strive to meet the challenging accidents means that integration between these targets we have set ourselves. Increased areas is important. In addition to strategic policies walking and cycling in place of mechanised detailed issues are addressed through a range of journeys will not only help reduce congestion, partnerships, particularly in relation to promoting but are closely linked with health and walking and cycling. emissions policies Integration – Linking transport development 15.5 Promoting social inclusion is an important with other policies and strategies is at the dimension of public policy. Transport is recognised heart of the LTP2. Within the transport system as having a crucial role to play and problems are itself, creating a more integrated public being addressed through the accessibility work transport system 'Network West Midlands' and underway. This initial work has indicated that the transport network of the area serves people seeking

LTP 2006 - Appendices 105 Integration

to access jobs and training very well at a strategic Ticketing level. However, particular problems exist, for example access to job centres, which will be 15.11 A wide range of multi-operator, single addressed as part of ongoing work. operator, multi-mode, single mode tickets and passes is currently available in the Metropolitan Integrated public transport Area. Whilst this has advantages for niche markets, its complexity can be off-putting to potential Network West Midlands customers. The Transport Act 2000 allows a local transport authority to provide joint ticketing schemes 15.6 The 'Network West Midlands' initiative seeks with the local bus operators, but not light rail or to create a greater cohesiveness for the currently heavy rail operators. fragmented public transport system in the Metropolitan Area. At present a plethora of brands 15.12 In 2003, WMPTA approved the Integrated and identities causes confusion and leads to there Ticketing Strategy. Improvements have been made being no sense of a discernible, unified public in light of this including the introduction of one-day transport system. 'Busmaster' tickets in September 2004. This one-day ticket can be brought from the driver of Complimentary Public Transport Modes most buses and is valid with 25 different operators. The new ticket complements the existing range of 15.7 Work is currently underway to produce a set one week, four week and annual Busmaster tickets of principles for the development of Midland Metro and is the cheapest multi-bus operator day ticket and Bus Rapid Transit (BRT). These principles will in any of the major conurbations outside London. seek to ensure a logical progression of A child version is also available.. improvements in corridors where light rail or BRT is identified for the longer term. They will also seek 15.13 Following the recent trial of smartcard to ensure that bus services are complimentary to technology with concessionary passes in Coventry, Midland Metro or BRT when introduced, so that Centro is keen to pursue modern ticketing integrated public transport is achieved, rather than applications in future. This is subject to the public transport modes competing for markets in establishment of a suitable business case for any particular corridor. innovative ticketing ranges suitable for local conditions. Interchanges Park and Ride 15.8 The 20 Year Public Transport Strategy identifies 94 locations for formal or informal 15.14 There are currently almost 6,000 Park & Ride interchange, on the basis of main routes intersecting spaces at forty railway stations in our Area. and several local bus routes converging onto a main Occupancy levels are currently approximately 80%. route. Midland Metro Line 1 also has successful Park & Ride sites and a network of bus Park & Ride 15.9 The Strategy defines the 94 locations as services exists in Coventry with more planned. small, medium or large, with corresponding levels Almost all these car parking spaces are provided of desired facilities for each tier. These facilities free of charge to users and encourage motorists to include aspects of provision such as safe and easily switch to public transport modes. accessed pedestrian crossings, signs, shelters with seating provision, easy access kerbs and tactile 15.15 The regional approach to Park & Ride is paving, good lighting, provision of information, currently being reviewed as one of the items of the minimised distances between stops, and for larger early review of the RSS. This is based on criteria facilities aspects such as taxi ranks, cycle parking developed by consultants for the region to identify and departure boards and kiss and ride, subject to major and edge of town Park & Ride facilities. practicability. Cycle / Public Transport Integration 15.10 Since publication of the Strategy in 1999, thirty-three small interchanges and seven medium 15.16 Providing safe cycle access to railway / large interchanges have been improved. stations and other public transport interchanges will clearly assist in increasing the number of people accessing them by cycle. However, the quality of an integrated journey is only as good as the

106 LTP 2006 - Appendices Integration

weakest link, any gap in provision (for example a 15.21 We have already embraced these principles poorly maintained cycle path or inadequate secure in the development of the 2003 LTP and continue parking) will present a significant barrier to use. to strengthen the relation between transport Consequently, it is important that cycle facilities at development, integration and wider development public transport interchanges are complemented of the Metropolitan Area. by safe cycle access to the site. In particular, highway measures embodied in projects such as Regional Planning Guidance for the West 'safe routes to stations' have a significant role to Midlands (RPG11) play in promoting cycle use. When assessing the cycle provision at any given interchange, approach 15.22 Regional Planning Guidance for the West routes, highway signage, general site access, Midlands (RPG11) was published in June 2004. proximity of secure parking to the actual point of The Regional Transport Strategy (RTS), contained interchange and signage to secure parking will all in RPG11, aims to provide a strategic framework contribute to the cyclists perception of the facility for regional and local transport planning in the West and must therefore be considered holistically. Midlands which includes 'ensuring better integration between transport policies and priorities and the 15.17 Bicycle carriage in our Area is only generally wider spatial strategy'. available on the heavy rail network (folding and dismantled bicycles excepted) and the policies of 15.23 Policy T5: Public Transport states that: the different train operating companies are not 'the development of an integrated consistent. The uncertainty about the different rules public transport network where all and the restrictive policies of some operators is a people have access to high quality and further barrier to turn-up-and-go integrated journeys. affordable public transport services Set Down / Pick Up across the Region is a key element of the Regional vision'. 15.18 This is a key component of integration and has an important role to play in supporting 15.24 The RTS contains much on the need for combined trips and enabling access to public improved interchange and Park & Ride facilities. transport for households with one car. These types 15.25 The regional approach to Park & Ride is of facilities will be incorporated where practicable currently being reviewed as one of the items of the at rail stations, interchanges, bus and coach early review of the Regional Spatial S trategy stations and Park & Ride sites, subject to (RPG11). operational capacity, for example the need for disabled spaces and areas for taxi’s to pick up / set 20 Year Public Transport Strategy down. 15.26 The overall vision of the 20 Year Strategy is Current Policies to create an easily-recognisable, integrated main network supported by complimentary local bus Government LTP Guidance and White Paper networks. Interchanges, integrated ticketing and 'Future of Transport' information are integral to this vision.

15.19 One of the main themes of LTP2 Guidance Consultation is the requirement to set transport in its wider context; set transport in the context of regional 15.27 More emphasis on interchanges, integration economic and spatial strategies and reflect the and attention to smaller scale schemes was wider community plan(s) for an area. highlighted in the 2003 LTP consultations. This has been incorporated in the development of a number 15.20 The Government’s White Paper 'The Future of ‘mini-strategies ’ to identify initial scheme of Transport' sets out the long term approach to concepts, for example to provide high quality transport and states that: interchange facilities for all modes including cycling 'bus services must be seamless - with and pedestrians. It is recognised that to meet good integration of bus services and people’s travel requirements more effectively, an other travel networks'. integrated public transport network (Network West Midlands) is needed. Having taken this on board the 2004 and 2005 consultations focused on

LTP 2006 - Appendices 107 Integration

whether the current balance of priorities using Interchanges specific modes. The results are reported in Appendix 1 ‘Consultation’. The public transport 15.34 The Metropolitan Area's 2.6 million people providers were involved in the development of all make an average of approximately 1,000 journeys aspects of the strategy. by all modes, per person per year. As a complex urban area with many centres, this demand is Strategy characterised by a multitude of travel patterns. Therefore, to meet people’s travel requirements Network West Midlands (NWM) more effectively, an integrated public transport network (Network West Midlands) is needed. Rail 15.28 A major research study conducted during caters for longer distance travel both into and 2002 provided evidence that development of a across our Area and bus and Metro services serve clearly branded network would increase public the medium and short journeys. Local networks transport patronage, and importantly, also retain need to act as feeder modes to this network, in current public transport users. Users and non-users addition to their role in getting people to local, expressed their concern that current service one is suburban and district centres, an example of this poorly ‘sold’ to them as a network, and expressed being 'local estates service' improvements through a need to have public transport services better voluntary agreement between partners on the 222 presented to them to make the whole system more and 333 service routes in the Black Country. accessible and easier to use. 15.35 Interchange between different forms of public 15.29 Also clear from the original research was transport should be as seamless as possible to offer that customers wanted a ‘one-stop’ shop approach a wide range of journey opportunities. High quality to all key customer interfaces - namely ticket sales interchange is fundamental if car users are to be / retailing, travel information centres, and customer persuaded to use public transport, but also to keep feedback / complaints and for information to come current passengers using the network. From recent from one recognisable source - both on and away work undertaken by Centro, there will be a revised from the network. approach in implementing interchanges in corridors where local network services need to take people 15.30 Centro and WMPTA subsequently endorsed to centres of demand. These will double up as the development of a clearly identified and branded interchanges with the main network, thereby integrated transport. Work has been completed creating a series of nodes or a ‘string of pearls’ that has looked at the whole way that users and along the main corridors. The quality, state of non-users use information to find their way around maintenance, ambient lighting, provision of the public transport network. A completely new information and general environment of the suite of information has been developed to final interchange is crucially important to give design stage and will soon be customer tested. passengers greater confidence and a feeling of security, thereby enhancing the overall image of 15.31 NWM will deliver a clearly recognisable public transport. The Bus Passenger Information integrated network at all points of a journey, from Strategic Plan lists proposed information planning a journey to arriving at the final destination, improvements under the ‘At Point of Connection’ whatever the mode. heading. 15.32 The NWM project has been by necessity 15.36 The LTP partners are working on a number been contracted in four distinct ‘Packages’. These of initiatives to provide better interchange are: opportunities, such as assisting better bus - rail Package A - Network Identifier interchange in an ongoing programme of improvement works, identifying park and ride Package B - Signage Way Finding opportunities. There is now an excellent link Package C - Infrastructure between Midland Metro and West Bromwich Bus Package D - Implementation Planning & Station and work on potential Park & Ride has Costing identified a number of sites with interchange opportunities. Work on the development of 15.33 Centro is now developing a comprehensive Birmingham International Station multi-modal Implementation plan and costings. interchange was completed in 2003.

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Ticketing Projects and Programmes

15.37 Implementation of the Integrated Ticketing These are identified in the LTP2 main document as Strategy will continue over the next five years with part of the Integrated Transport block and Major key measures being developed based around a Scheme programmes. more simplified family of tickets, flexible ticketing options and wider availability of ticketing products via the internet.

Park & Ride

15.38 This is a particularly important aspect of interchange provision. It is an important part of the overall strategy of supporting existing centres by ensuring that they have good accessibility that is not dependent on having to drive into them, thereby adding to congestion.

15.39 Park & Ride provision has been examined through a study commissioned through consultants to develop a Strategy for the West Midlands region. The Consultants produced a framework to inform the future development of Park & Ride and to identify optimum sites. This study informed RPG11’s transport strategy and in particular, Policy T6 Strategic Park & Ride.

15.40 Major strategic sites are generally located near the edge of the urban area, close to major trunk roads, in order to attract as many car drivers as possible from a wide catchment. Given their nature, the number of spaces expected to be provided would be greater than at local sites.

15.41 Work is currently underway to review the RSS (RPG11) in respect of Park & Ride with the intention of building on earlier work to identify named sites for strategic Park & Ride.

Local Park and Ride

15.42 Locations have been identified where Park & Ride capacity should be increased or new facilities created. Extensive assessment on criteria for Park & Ride implementation has been undertaken and this will greatly assist in developing an appropriate investment strategy that has local importance to our Area.

Proposed Targets

15.43 No specific LTP2 target is set for integration. However, improved integration will assist targets for the four themes of the Transport Shared Priorities;- accessibility, congestion, air quality and safety.

LTP 2006 - Appendices 109 Integration

110 LTP 2006 - Appendices Parking Strategy

Appendix 16 Parking Strategy destination. Hence the provision, control and management of parking is fundamental to the Role of Parking development of a balanced transport strategy. The relationship of parking with each of the LTP2's 16.1 The provision of parking is a key factor in Objectives is set out in Table 16.1 ‘Relationship influencing peoples' choice of travel mode to a between Parking and the Objectives’:

Table 16.1 Relationship between Parking and the Objectives

To ensure that the Parking is generally essential to support economic activity, but free or low-cost transport system parking charges can encourage high car use with resulting congestion. underpins the However, very restrictive parking regimes can deter visitors and therefore, economic revitalisation adversely effect the economic vitality of an area. The Authorities’ policy is to of the West Midlands restrict long stay parking spaces for commuters in centres but to make Metropolitan Area reasonable provision for visitors, especially shoppers, to support continuing economic viability of the Metropolitan Area.

To ensure that Increased car parking provision will generally improve accessibility for those transport contributes with a car, unless it causes local congestion. This needs to be balanced with towards social the need to provide convenient access to anyone travelling by public transport inclusion by increasing or other non-car modes. On many older council estates and area of terraced accessibility for all housing there are problems with providing parking capacity even in the light of reduced standards. This is a real problem which reduces the attractiveness and safety of many poorer communities

To move towards a The use of maximum parking standards by the local planning authorities, as more sustainable set out in PPG13, will lead to a lower overall provision over time. This will pattern of development help promote greater use of sustainable alternative means of travelling, and growth including by public transport.

To improve health and Personal security in public car parks is an important issue, which will be tackled safety for all through improved security systems. Generally, if a parking policy can be used to encourage alternative travel modes, this is likely to lead to lower levels of congestion, pollution and road accidents, which will improve the health of local communities.

To integrate all forms Parking provision, including taxi ranks, is important at a number of transport of transport with each interchanges such as main line railway stations and airports. Park & Ride other, with other land provision is an important feature, supporting the rail, Metro and bus networks. uses and with other Well located car parks, integrated with nearby facilities, can also support the policies and priorities vitality and viability of centres.

equality biases. Such inappropriate and obstructive 16.2 The design of car parks, their location and car parking can also have impacts on general traffic access arrangements can be a key factor , congestion as well as creating difficult access alongside their provision, charging regimes and conditions for essential vehicles, including those of general management, in delivering LTP2 the emergency, refuse collection and bus services. Objectives. The local planning authorities have an important role in determining how new car parks The Present Situation and developments with parking facilities contribute towards these Objectives. 16.4 The strategy for the Metropolitan Area encompasses the supply, quality, duration and 16.3 Car parking can have significant impacts on location of parking. It focuses on car parking LTP2 Objectives. Increased on-street parking control, as this is a significant tool for reducing overspilling into inappropriate places can have congestion and limiting traffic growth. adverse impacts on road safety, especially for pedestrians and cylists, with social inclusion and

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16.5 The particular issues relating to cycle, travel generating development to minimise motorcycle, coach and lorry parking are dealt with the potential displacement of parking where more fully in their respective appendices. on-site parking is being limited Generate development to minimise the Relevant Policies potential displacement of parking where on-site parking is being limited 16.6 Strategic advice relating to parking is set out Require convenient safe and secure cycle in Government Guidance (PPG13) and the West parking in development at least at levels Midlands Regional Spatial Strategy (RSS). consistent with the cycle strategy in the local transport plan Planning Policy Guidance PPG13 Consider appropriate provision for motorcycle 16.7 This was published in March 2001 and parking includes the following advice on parking. In The Regional Spatial Strategy developing and implementing policies on parking, local authorities should: 16.8 The RSS (issued as Regional Planning Guidance: RPG11) is part of the national planning Ensure that, as part of a package of planning system as it relates to the region. It provides a and transport measures, levels of parking long-term land use and transport planning provided in association with development will framework for the region. This framework guides promote sustainable transport choices the preparation of local authority development plans Not require developers to provide more and local transport plans. The RSS also determines spaces than they themselves wish, other than the scale and distribution of housing and economic in exceptional circumstances which might development and investment priorities for transport include for example where there are significant and sets out policies for enhancing the implications for road safety which cannot be environment. It contains the Regional Transport resolved through the introduction or Strategy (RTS). enforcement of on-street parking controls Encourage the shared use of parking, The Regional Transport Strategy particularly in town centres and as part of major proposals - for example offices and 16.9 The RTS recognises that the availability of leisure uses (such as cinemas) might share car parking has a major influence on the choice of parking because the peak levels of use do not destination and how to travel there. Policy T7: Car coincide, provided adequate attention is given Parking Standards and Management sets out the at the design stage following regional framework to guide relevant Take care not to create perverse incentives decision-making as well as development of the for development to locate away from town LTP2. centres or threaten future levels of investment in town centres. While greater opportunities Maximum Standards exist to reduce levels of parking for developments in locations with good access A. Local authorities should work within the by non-car modes, local authorities should be maximum standards for parking associated with cautious in prescribing different levels of new development in line with those given in parking between town centres and peripheral PPG13. All local authorities should work together locations, unless they are confident that the to identify, before the next review of PRG: town centre will remain a favoured location for developers. Advice in PPG6 makes clear i. those town centres and heritage areas to that good quality secure parking is important which more restrictive standards should be to maintain the vitality and viability of town applied, because of their public transport centres and to enable retail and leisure uses accessibility, high densities and/or sensitive to flourish character Require developers to provide designated ii. a broad indication of more restrictive parking spaces for disabled people in maximum standards for relevant land use accordance with current good practice categories Where appropriate, introduce on-street parking controls in areas adjacent to major

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B. These areas and standards should then be Planning Guidance to enhance the Metropolitan incorporated into development plans. Care should Area. This will contribute to regeneration of the be taken to avoid deterring investment in town economy, recognising environment needs and centre, particularly those judged to be vulnerable. the interaction between transport and land use. An important factor is the need to co-operate on Management of Car Parking parking policy, encouraging use of public transport, while enhancing the viability of existing C. Local authorities, working together, should centres. manage their car parking to reduce congestion and encourage more sustainable forms of travel 2. Although parking policy can influence total by: demand, each individual centre’s modal share of trips and attractiveness will be different being also i. managing the supply, location and price of influenced by factors such as private parking in town an city centres to limit the non-residential parking and private sector provision of long-stay spaces, where this is operated car parks). The following policies are necessary to reduce congestion jointly agreed: ii. co-operating with each other to avoid using car parking charges as a tool between We will continue to restrict long-stay public centres spaces to encourage the use of public iii. using additional income to support the transport where it is, or can be made, development of more sustainable forms of attractive travel We will continue to maintain sufficient iv. securing an adequate supply of car parking short-stay spaces to ensure that each centre at railway stations and other transport remains attractive to shoppers, businesses interchanges and visitors v. securing park and ride sites as an alternative We will continue to price all Council to town centre parking operational spaces accordingly, ensuring vi. developing a network of strategic park and that no one centre is significantly ride sites, generally at railway stations, to disadvantaged by such pricing mechanisms meet the needs of the Region We will provide, within resource allocations, for improved quality through security, ease D. Local authorities should work with private of pedestrian access and user-friendly sector operations to encourage a consistent payment mechanisms to meet customer approach within centres. Where car parking is needs provided, it should be safe and secure with We will continue to use Park & Ride appropriate provision for people with disabilities. opportunities on the public transport system Local authorities should also consider the adoption where they can make a positive contribution of decriminalised parking enforcement powers in to reducing the need for scarce central area order to secure more effective management of car space parking and demand management measures. 3. As the controls come into place, we will continue to look to Government to ensure that it The Metropolitan Area provides councils with sufficient powers and resources to be able to control parking supply, 16.10 The control and management of car parking especially private parking, and to be able to fund, provides an opportunity to help reduce congestion with the private sector, improvements to such in the our Area. The Authorities recognise the facilities. importance of parking policy, although balanced with the need to maintain the vitality and viability of centres. They have drawn up and agreed the following policy framework: Consultation

16.11 In the West Midlands 2001 Transportation 1. The seven District Councils are committed to Attitudinal Survey, respondents were asked to working together on the transport strategies, comment on the parking provision in their local developing policies and programmes that shopping centre, and about on-street parking where embrace the principles established in Regional they live.

LTP 2006 - Appendices 113 Parking Strategy

16.12 Regarding local parking, there was a general attractiveness and safety of many poorer satisfaction with the number and availability of communities. The provision of more secure off spaces but a negative satisfaction regarding price street parking can sometimes improve the situation and cleanliness. There was a large perceived – including the refurbishment of some disused concern over night-time security issues. off-street car parking. A similar situation can arise in neighbourhood shopping areas where delivery 16.13 Similar questions were asked of respondents facilities are not adequate about on-street parking where they live. There is clearly a lack of residential parking spaces in some 16.14 There is no significant difference between areas although people can generally find a space. local authority areas, but there are large differences However, this is likely to change with increasing between types of housing tenure. For example, in levels of car ownership especially in inner urban the case of privately owned properties the net areas of terraced housing where there are often satisfaction level on the ability to find a parking few opportunities to accommodate additional space is given as +47%, whereas the rating for parking. This is a real problem which reduces the council properties is only +1%.

Table 16.2 Perceptions of On-street Parking where you live

Neither Strongly Agree Strongly Net Sample Statement Agree Disagree Agree nor Disagree Rating Size Disagree

Parking regulations 6% 20% 29% 25% 30% -29% 1350 are well enforced

Signs and information are poor and 10% 28% 35% 21% 6% +11% 1339 confusing

There is no shortage 9% 28% 18% 28% 17% +8% 1416 of on-street space

I do not have problems finding a 22% 35% 16% 14% 14% +30% 1248 space

region-wide car parking framework to implement 16.15 The 2004 and 2005 consultations focused demand management policies by consensus, whilst on specific modes as a way of seeking public recognising the need to maintain and enhance the opinion on the overall direction and balance of the viability of town centres. This supports the national LTP2 and so did not include a statement on parking aim of reducing traffic levels and congestion whilst policy. However, the 2005 consultation included recognising the overarching need to create the two additional statements about tackling traffic conditions needed for successful urban congestion and investigating all options for tackling regeneration. The implementation approach is congestion. The availability of parking spaces is focused on changing the balance between long and linked with traffic demand and, in some locations, short stay parking in favour of short stay. with congestion. Tackling congestion was a relatively high priority, whilst investigating the 16.17 The strategic management and improvement options was a much lower priority. of parking resources are essential to the aims of PPG13 and PPS6. PPG13 proposes the Strategy development of a sustainable development framework based on the location of facilities that 16.16 The RTS, which is consistent with national are accessible to all. PPS6 aims to sustain and planning guidance, was developed in conjunction enhance the vitality and viability of town centres. with and endorsed by the Metropolitan Authorities. The provision of good, short-stay parking facilities The approach to car parking policy is to develop a

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for shoppers and visitors are an essential part of a application of the policy to support the Councils’ sustainable transport strategy in two respects: Development Plans and Centro’s Public Transport Strategy is at different stages within the They enhance centres with a variety of Metropolitan Area. This reflects the varying facilities which are accessible to all timetables of the Councils in their Development They encourage motorists to make one trip Plan review cycles. fulfil a variety of purposes, thereby reducing single purpose trips and the overall number 16.23 Another aspect of parking is the provision of of trips in line with the Reducing Congestion strategic and local Park & Ride sites. This is themes of the Transport Shared Priority considered an important element of parking strategy and the approach of the Metropolitan Authorities is 16.18 Parking policy has an impact on a range of outlined in the integration Appendix. outputs across the whole spectrum of the transport system. In practice, it may well be the case that 16.24 Measures being taken forward in support of new short-stay parking facilities are constructed in the strategy include the issues set out in the order to further these aims and to secure continued following paragraphs: investor confidence in centres. Reducing short-stay parking facilities, or not increasing parking Parking Standards resources to keep pace with developments within 16.25 As each Development Plan is reviewed, town centres, could result in a decline in overall development control standards for parking are being accessibility and increased car journeys in the reconsidered. Many of the standards will need to longer term, as shoppers and investors desert be adjusted in the light of the Government established town centres for out-of-centre Guidance, especially as it relates to maximum developments. parking standards. It is expected that lower 16.19 The Authorities’ agreed policy framework standards will become the norm within the (above) focuses on centres, reflecting both their Metropolitan Area with towns and city centres role as major attractors of traffic and congestion adopting a more restrictive approach. This 'hotspots' and the potential to provide alternative approach ensures our land use planning and viable public transport services. The policy transport policies are fully integrated and reflect the statement has been produced to support the needs of different parts of the Metropolitan Area. broader land use development policies contained Long Stay Parking in the Councils’ respective Development Plans.

16.26 The Metropolitan Authorities adopted a target 16.20 The agreed joint statement has three main in the 2000 LTP to reduce the 1997 level of publicly aims: available long-stay car parking spaces in the nine To support the regeneration of centres LTP centres by 3% per annum. While being "on To reduce congestion and traffic growth track" this target was revised in the 2003 LTP to reduce long-stay parking spaces in the centres by To maintain a consistent approach across the 3% a year until 2006 and then by 1.5% a year until Area 2011. This reflected regeneration aspirations. 16.21 A critical issue for the Metropolitan Area is Reflecting Government Guidance LTP2 does not that it is a multi–centre conurbation, surrounded by contain a long-stay car parking target. However, a range of established centres in the shire areas. the Authorities’ position has not changed. The centres compete with each other and seek to Short Stay Parking gain a competitive advantage. Many business representatives view the provision of large 16.27 The provision of short stay parking is quantities of free or cheap parking as a major essential for the economic vitality of the Area’s advantage for their centre. Consequently there is towns and city centres. Indeed the 2000 and 2003 regular local pressure on local authorities to provide LTPs contained targets to maintain short-stay this ‘advantage’. spaces in the nine LTP centres. However, the Authorities will not allow an uncontrolled growth in 16.22 In the light of this, the agreement of a joint their number. All spaces will continue to need to approach is a major step in using parking provision be justified based on local requirements. However, as an integrated policy tool across the Metropolitan the Authorities and car park operators are Area to reduce traffic growth and congestion. The

LTP 2006 - Appendices 115 Parking Strategy

continually working towards improved facilities, introduced in the Metropolitan Area, on the A449, particularly in terms of quality, lighting, safety and Stafford Road, in Wolverhampton and the A34, security, to maintain the vitality, viability and Stratford Road, in Solihull. They are a ‘no-stopping’ attractiveness of centres. Reflecting Government regime, except within designated parking or loading Guidance LTP2 does not contain a short-stay car bays, aimed at keeping traffic flowing smoothly. parking target. 16.33 A Major Scheme bid for funding further ‘Red Tariffs Routes’ has been submitted to Government. The ‘Red Routes’ strategy is described in the Red 16.28 The Authorities are working together to Routes Appendix. ensure that tariffs across the areas do not unreasonably disadvantage any area or centre. Controlled Parking Schemes

Quality 16.34 Generally, the Authorities have designated Controlled Parking Zones around their town and 16.29 The nationally recognised standard is city centres and other significant attractors of traffic. ‘Secured Car Parks Award’, which can be achieved This is necessary so that traffic can move through initial design or by improving existing reasonably freely, delivery vehicles can load and facilities. There are five car parks with this award unload and people who drive ‘Blue Badge’ cars can in Wolverhampton city centre car parks to date, four find somewhere reasonably convenient to park. of which are Council operated car parks. Such controls allows the provision of on-street parking bays in locations that balance the needs of On-Street Controls traffic with access to local facilities, especially in locations where there are no off-street car parks. 16.30 Birmingham, Coventry and Sandwell Councils have already adopted decriminalised 16.35 Very often, Controlled Parking Zones include parking powers. The other Authorities are actively residential areas which otherwise would be clogged considering the option and officers of the Authorities with parking generated by the nearby town or city meet regularly to share experience and monitor centre. The Authorities have designated Residents progress. The Government regulations concerning Parking Schemes allowing permit holders, including the enforcement of bus lane use, issued in 2055, residents, their visitors and, in some schemes, local allowing will enable those Authorities with businesses, to use on-street parking bays. decriminalised parking powers to take on this task. Additionally, Wolverhampton City Council have This will help operators provide more reliable local introduced a match day only controlled parking bus services. In addition the Authorities work with scheme around the Molineux football stadium and West Midlands Police to mount high profile Birmingham City Council are drawing up a scheme enforcement campaigns when particular problems for the area around the Villa Park football stadium. arise. Parking Enforcement Red Routes 16.36 Illegal parking creates problems for all road 16.31 Illegal on-street parking and even brief users. The enforcement of parking controls is stopping can severely disrupt traffic flows along a carried out with the aim of: road. It can cause congestion, contributing to delays for all vehicles including buses. Such delays Encouraging sensible and safe parking are a significant issue for the operation of local bus Reducing localised congestion that services that must adhere to a registered timetable. inconveniences others, including the Not only does this render the operator liable to emergency services and local bus services penalties that can be imposed by the Traffic Reducing the inconvenience to people with Commissioner, but it also makes services less disabilities who need to park in designated reliable and, therefore, less attractive. Where bays delivery facilities are not adequate in neighbourhood Ensuring that on-street deliveries can be done shopping areas, small businesses can incur fines properly or refusals from large distributors to deliver. Making roads safer for drivers, cyclists and 16.32 Following successful implementation in pedestrians London, demonstration ‘Red Routes’ have been

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16.37 Some parking enforcement can lead to vehicle removal, especially if it is causing a dangerous obstruction or obstructs a bus lane, bus stop or access to premises.

Park & Ride

16.38 The parking strategy is consistent with the aim of reducing road traffic levels and congestion. The local authorities and Centro have reduced the traffic levels in city and town centres by establishing a number of Park & Ride sites throughout the Metropolitan Area.

Projects and Programme

16.39 All schemes to enhance parking will be funded locally via parking revenues or locally determined elements of the settlement.

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118 LTP 2006 - Appendices Air Quality, Noise and Climate Change

Appendix 17 Air Quality, Noise 17.5 Local Authorities are required, under section 82 of the Environment Act 1995, to declare an Air and Climate Change Quality Management Area (AQMA) or Areas to include all those locations identified as being Introduction predicted to exceed an air quality objective by the appropriate deadline. To reduce the administrative 17.1 This Appendix sets out how the Metropolitan burden of having to declare a number of areas Authorities are working together to address issues separately, Birmingham City Council declared the relating to air quality, noise and climate change and whole of the city an AQMA, while identifying to ensure our air quality strategy is integrated with separate Areas of Exceedence as a focus of action. other initiatives. This is an approach now also being followed by Wolverhampton and Sandwell Councls. The Air Quality decision to designate the whole of Wolverhampton an AQMA requires a single Air Quality Action Plan 17.2 The impacts of air pollution on health and the covering all council wards. The Council has set up quality of life are now well established (see Health a Cross Service Officer Group to oversee its Chapter for more details, for example in relation to preparation. Sandwell Council have recently respiratory problems). It is an issue that is rising received clearance from the Department for up the national transport agenda, with air quality Environment Food and Rural Affairs (Defra) to being one of the four themes of the Transport extend the period for Action Planning by 12 months Shared Priority. due to the whole of the Borough being declared an Present Situation AQMA. Action Plans for the existing small AQMAs will therefore not be developed. 17.3 Background air quality is monitored permanently across the Metropolitan Area at around 17.6 The areas currently declared as AQMAs or 25 sites. As national objectives also relate to Areas of Exceedence are set out below. pollution levels at the roadside these are monitored Birmingham - Areas of Exceedence: on a more ad hoc basis. We work together on air quality through a joint group of specialist officers most of the City Centre area within the Ring from each Authority who ensure close integration Road of technical work, policy response and action. This alongside the A38(M) Aston Expressway and is in recognition of the part played by transport in the reducing air quality, particularly road traffic and alongside the A38 Bristol Road in Selly Oak congestion in contributing to air pollution. A further alongside the A34 Stratford Road in Sparkhill example of joint working is the modelling of air pollution across the Metropolitan Area by a jointly Coventry - AQMAs: funded officer based in Birmingham City Council. The Air Viro model uses traffic flow and air quality alongside the A4600 Walsgrave Road in the data from monitoring sites to forecast pollution Ball Hill area levels from traffic and other sources. an area of the city centre including The Burges and Trinity Street 17.4 The Metropolitan Authorities have all alongside Queensland Avenue at the junction completed reviews and assessments of the air with the B4106 quality within their areas. As required, these reviews and assessments have considered the Dudley - AQMAs: current and likely future levels of benzene, 1,3 butadiene, carbon monoxide (CO), lead, nitrogen in the High Street and surrounding roads, dioxide (NO2), PM10 particles and sulphur dioxide. Brierley Hill Monitoring and modelling has identified that, of at the Bull Ring traffic Island and surrounding these seven pollutants, the annual average levels roads, of NO2, and in some cases the 24-hour mean and annual allowable exceedences of PM10 particles, Sandwell - Areas of Exceedence: are soon expected to, or already do, breach the current National Objectives. area in and around the A457 Birmingham Road, Oldbury

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area to the north of junction 8 on the M6, Yew Quality Management Areas. The Tree situation will be kept under review as area to the north-west of junction 7 on the M6, required by regulations. Great Barr area to the south of junction 8 on the M6, 17.7 Local Authorities are also required to Great Barr undertake a further assessment of air quality within the AQMA and prepare an Air Quality Action Plan, area to the south-east of junction 7 on the M6, or Plans, to demonstrate how they intend to Great Barr exercise their powers to try and comply with the Air area to the south-west of junction 7 on the Quality Objective. M6, Great Barr area around the junction between Oldbury Consultation Road and Birmingham Road, Blackheath area around the junction between High Street 17.8 In the six Metropolitan Authorities required to and Powke Lane, Blackheath declare AQMAs, consultation with the residents and alongside Dudley Road East and area around traders living and working within the areas in the junction with Roway Lane, Oldbury question, statutory bodies listed in Schedule 11 to alongside Bearwood Road and around the the Environment Act 1995 and other interested junctions with Three Shires Road and Hagley parties has been carried out at both the declaration Road West, Smethwick stage and with respect to the proposals of the Air area around the junction between Newton Quality Action Plans. This has involved Road and Birmingham Road, Great Barr presentations at various public meetings and council alongside the M5 between junctions 1 and 2, committees to gain the widespread support required West Bromwich to ensure acceptance and the ultimate success of the Action Plans. All declarations and Action Plans Walsall - AQMAs: need to receive the approval of Defra before they can be formally adopted by the Councils. alongside the M6 motorway (2 separate AQMAs) Strategy alongside A454 Wolverhampton Road 17.9 The six Authorities required to declare AQMAs alongside A454 / A461 Lichfield Street junction have prepared, or are preparing, Action Plans to alongside A461, Rushall. show how they intend to exercise their powers in pursuit of the Air Quality Objective(s) for which the Wolverhampton - Areas of Exceedence: AQMA(s) were declared. The air quality strategy a significant area of the City Centre within the being pursued across the Metropolitan Area has Ring Road three elements, recognising the nature of the air at the 'Grapevine' Island A449 Stafford Road quality problems related to traffic: at the junctions of A4123 / A4039 and A454 / Working with the Highways Agency (HA) in Neachells Lane respect of emissions from vehicles locally alongside the A41 Lichfield Street, Bilston using the M5 and M6 (Heritage Area) Detailed local initiatives to tackle particular Solihull: hotspots or Areas of Exceedence Broader policies to encourage more efficient Following detailed assessment, and sustainable forms of transport that have Solihull MBC has found that there is less impact on air quality no requirement to declare any Air

120 LTP 2006 - Appendices Air Quality, Noise and Climate Change

Figure 17.1 Air Quality Management Areas

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17.10 A number of declared AQMAs are found in fewer trips on M6 per year through the Area of the M6 corridor. The motorways passing through Exceedence in East Birmingham and around the Metropolitan Area are a major source of vehicle 6 million fewer through the AQMAs in the Black emissions. We are working with the Highways Country. Agency (HA) on a number of fronts to address these problems. These include the development of Route Projects and Programmes Management Strategies for the motorway box that will take account of the air quality issues in devising 17.16 LTP-funded projects and programmes to responses to different situations. We shall also be address air quality problems will be based on working closely in respect of the Active Traffic measures contained in the Air Quality Action Plans Management (ATM) pilot, particularly to ensure that currently being drawn up. These will identify the local traffic control systems can link to motorway local and national sources of air pollution, the control systems to avoid problems at junctions, options for reducing air pollution within the AQMA thereby reducing queuing and stop-start driving. and the actions most likely to achieve the National Air Quality Objectives. Since one of the major

17.11 Individual hotspots will require individual sources of nitrogen dioxide and PM 10 particulate attention. Generally a combination of engineering matter is road traffic, action plans are likely to focus and management techniques will be required. on traffic management schemes, collaborative working and, where possible, alternative routes. 17.12 The final aspect reflects two of our main The details of these proposals will integrate with strategy strands - more efficient use of the network wider LTP2 objectives. and enhancing public transport. The measures outlined earlier all have a role in reducing Noise congestion (and hence emissions) and promoting more sustainable forms of transport. We will Present Situation continue to be at the forefront of promoting alternative fuel vehicles, both for use in our own 17.17 As a result of the government’s decision to fleets and to other users. develop a National Ambient Noise Strategy (NANS) and the pending transposition into UK law of the 17.13 In terms of specific schemes, a number of European Union Directive relating to the existing proposals address air quality issues in Assessment and Management of Environmental AQMAs. Examples include the Brierley Hill Noise, often referred to as the Environmental Noise Sustainable Access Network and Selly Oak Relief Directive (END), the subject of transport noise will Road on A38 in south-west Birmingham. The rightly require more attention in future transportation Brierley Hill scheme features a comprehensive strategies and local transport plans. traffic management improvement scheme for the High Street and the surrounding area that aims to 17.18 The END requires that member states undertake strategic noise mapping which shall be reduce traffic congestion and traffic generated NO2 within the AQMA, thereby improving air quality. used as the basis for drawing up action plans to Detailed Air Quality Action Plans are still being manage and, where necessary, reduce developed for each AQMA, and will include general environmental noise and to preserve environmental and individual measures specific to that area. noise quality where it is good. The action plans, developed in close consultation with the public, 17.14 The possible extension of M42 Active Traffic must be drawn up by 18th July 2008. Management along the M6, in conjunction with HA, will help reduce congestion and queuing on the 17.19 Defra, who are responsible for implementing motorway in the areas declared as AQMAs. This the requirements of this Directive, have carried out would complement the benefits from the opening a public consultation on the transposition of the of M6 Toll in December 2003. Initial surveys have END into UK law but have not yet completed their shown a reduction in traffic on the sections of M6 review of this consultation. Until this review is bypassed by M6 Toll. complete, it is difficult to predict the precise role of local authorities, and thus LTP2s, in the action 17.15 The air quality benefits of this locally very planning process. However LTP2s are almost significant reduction in traffic have not yet been certain to provide one of the main mechanisms for recorded at the monitoring sites in the AQMAs implementing action plans since noise from straddling the M6. However the longer-term air transport is the dominant noise across our Area. quality situation must improve with almost 7 million

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Future Annual Progress Reports for this LTP2 will 17.23 The detrimental health problems arising from identify further developments and requirements. exposure to unacceptable levels of noise are being increasingly recognised. 17.20 Both the development of the NANS and the implementation of END require the production of Current Policies noise maps and associated data on noise exposure. We continue to pioneer work on noise 17.24 WMAMMS recognised that traffic noise was mapping in the UK through the Birmingham a problem, particularly in close proximity to Updated Noise Mapping Project (BUMP), which is motorways. It is also however recognised that to supported by Defra and is due to be completed by achieve a barely perceivable 1dBA noise reduction the end of 2005. The main objectives of the would, in many corridors, require a traffic flow updating project have been identified as follows: reduction of 20% if no other measures were undertaken. This means that targeted measures To calculate updated noise levels and create to address particular noise problems are needed. new noise maps and thus: Also separate policies on specific issues such as traffic calming works are influenced by the affects Produce updated information on the on noise levels. The Freight Quality Partnership is noise exposure of the population working on suitable routes for commercial vehicles Identify relatively quiet areas and is including noise as one of the considerations in developing a network. To use the information generated by this project to inform: 17.25 With respect to aircraft noise, the local authorities work closely with the airports to mitigate The local land-use and transportation noise problems, particularly in respect of planning systems through the provision Birmingham International Airport (BIA), the major of baseline information regional airport. The general public about noise exposure levels and their affects Consultation

To provide tools to: 17.26 Extensive experience of consulting on local traffic management and safety schemes has Develop action plans for the revealed traffic noise to be an important issue with management of environmental noise residents. exposure starting from the results of the strategic noise mapping exercise Strategy Protect existing relatively quiet areas 17.27 The strategy for the Metropolitan Area and to create, where necessary, new includes: relatively quiet areas Partnership working with BIAt to address noise 17.21 Noise levels are currently most problematic issues, especially from night-time flights along the M6 motorway corridor and on the Providing noise insulation to households flightpath to / from Birmingham International Airport. affected by excessive noise from traffic as part Analysis shows that it can be assumed that similar of new and improved road development noise levels prevail near the M6 and M5 in schemes Coventry, Sandwell and Walsall. Build noise buffers where appropriate to protect people from excessive transport noise 17.22 In addition, it is recognised that very localised Where appropriate continue to resurface roads noise problems can arise as the result of local traffic using “Whisper Tarmac” as part of schemes such as traffic calming or the re- routing maintenance schemes to minimise future of traffic. A growing concern is the increasing trend noise from traffic for deliveries to take place during the late evening Continuing to modify the designs of traffic / early morning which has an adverse impact on management and road safety engineering those mixed use areas, particularly the residential measures to reduce noise from vehicles elements in new regeneration schemes. negotiating them (braking, acceleration and vibration, etc.)

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Working through the Freight Quality Current Policies Partnership to seek to agree protocols regarding anti social hours delivery in mixed 17.31 National, regional and local transport policies use areas and appropriate guidance for heavy that encourage the use of public transport, walking vehicles on unloading noise or cycling at the expense of journeys by car or Cooperation with the Development Control goods vehicle contribute to the reduction of function within each Authority to ensure that greenhouse gas emissions. These policies are a the effect of transport noise is considered for key principle of this LTP2 and pervade almost all new development and change of use schemes that are put forward for consideration. proposals 17.32 In particular, trip generators are targeted Climate Change through TravelWise initiatives for companies, schools and, in the future possibly, community 17.28 It is now widely believed that increasing activities. Meanwhile accessibility planning will emissions of greenhouse gases, which deplete the increasingly seek to reduce the need to travel long atmosphere’s ozone layer, are causing climate distances and make public transport a better option for everyday activities. change. Carbon dioxide (CO2) is considered to be the most significant contributor. Using petrol, diesel Consultation and other fossil fuels for transport contributes to these CO emissions, while use of some alternative 2 17.33 The West Midlands Transport Surveys fuels may cause emissions of methane (CH ), 4 revealed a very strong recognition that vehicle another greenhouse gas. Carbon dioxide, methane pollution is adversely affecting global warming. and four other main gases are covered by the Kyoto During the preparation of the Local Agenda 21s in Protocol. our Area, global warming was an important issue that arose and influenced the policies that evolved Present Situation from this work. 17.29 Climate change, or “global warming”, has Strategy helped bring about, globally, all ten of the hottest years on record since 1990. In the UK four of the 17.34 The strategy being pursued is to limit growth five warmest since 1772 have been since 1990. If in traffic and try to ensure smoother traffic flow to unchecked the threat to the environment and minimise emissions. The work underway on biodiversity could be catastrophic, with flooding of developing a “Smarter Choices” strategy has low-lying areas and extinction of species. identified the need to raise awareness of climate change. Public concern about it is a valuable tool 17.30 The UK has entered into international with which to influence travel behaviour. agreements to reduce CO2 emissions in an attempt to prevent the situation becoming worse. The part Targets transport plans can play in reducing these emissions is more limited than for general Air Quality pollutants. The West Midlands Regional Energy Strategy (2004) estimated that the transport sector 17.35 As one of the four themes of the Transport contributed 24% of carbon dioxide emissions in Shared Priority, it is a mandatory requirement for 2002, less than industry or housing. A 1997 the LTP2 to contain a target on air quality. Our assessment of Sandwell borough by ETSU gave a chosen target is: breakdown for each of the sectors for that year only:

Reduce the average level of NO2

Sector Tonnage of CO2 % by 1% between 2004 and 2010

in the areas where NO2 exceeds Industry 1,129,626 37 the national objective Housing 1,066,502 34

Transport 526,278 17 17.36 In terms of a justification for this target, levels

of NO2 have generally been rising in areas of Commerce & Public 331,401 12 exceedence since the year 2000. This rise was Total 3,053,807 100 especially dramatic in 2003, which resulted in many more areas of exceedence being recorded

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throughout the UK. Most of the increases experienced in 2003 reduced during 2004 to levels similar to those recorded in 2002. However, given the general rising trend, it is considered very challenging to reduce the levels of NO2 at all by 2011.

17.37 Although the target is very challenging, it is thought achievable if the LTP2 target to limit traffic growth to 7% between 2004 and 2010 is also achieved. On the assumption that traffic will grow mostly in the off-peak periods, air quality will not noticeably worsen. In addition, reduced emissions from improved vehicle performance are expected to deliver a slight improvement in air quality in the Areas of Exceedence. Work is ongoing to develop measures to include in Action Plans to achieve the desired air quality benefits.

Noise

17.38 No specific targets have been set for noise pollution across the Metropolitan Area. We aim to meet any requirements that may result from the European Directive on ambient noise.

Climate Change

17.39 Similarly no specific LTP2 targets have been set for climate change due to the difficulties of monitoring, although it is assumed that a reduction in road vehicle-kilometres travelled will achieve a similar percentage reduction in carbon dioxide emissions. The national 10-Year Plan target is:

Reduce greenhouse gas emissions by 12.5% from 1990 levels, and move towards a 20% reduction in carbon dioxide emissions by 2010

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126 LTP 2006 - Appendices Road Safety Strategy

Appendix 18 Road Safety Strategy Economic Revitalisation – Accidents are a cost to the economy in terms of time lost, Role of Road Safety disruption and cost of treatment Accessibility and Social Inclusion – Road 'Improving safety is one of the Government’s accidents, especially to vulnerable people, highest priorities in transport'. tend to show more in areas of deprivation and counter measures can usefully be integrated 18.1 The importance being given to improving with other programmes safety by the Government is supported by the Sustainable Travel Patterns – Accident Metropolitan Authorities. For a long time, we have reduction goes to the heart of sustainability been active in promoting road safety through joint Safety and Health – In addition to the obvious initiatives. The Government has set out a connection, accidents frequently lead to framework for improving road safety based on ten long-term health problems main themes: 18.3 However, it is recognised that the targets will Safety for children not be met unless a proactive programme of road Safer drivers - training and testing safety improvements aimed at all road users is also Safer drivers - drink, drugs & drowsiness undertaken. Safer infrastructure Safer speeds Present Situation Safer vehicles 18.4 The Government's road safety strategy Safer motorcycling 'Tomorrow's Roads - Safer For Everyone' Safer pedestrians, cyclists & horse riders emphasises that a major improvement in road Better enforcement safety can only be achieved if the main 'partners' Promoting safer road use (Government, local authorities, police, motor manufactures, road users, etc.) work together. We 18.2 LTPs have an important role to play in tackling support this view, and we are looking to play our these ten themes. The safety of road users will be part in full. a consideration for virtually all transport initiatives in our Area. Safety features will be a major element 18.5 We have had a downward trend for killed and in the linked strategies and programmes in the seriously injured (KSI) casualties for a number of LTP2, for example Safer Routes to School and years and are on course to achieve the 2010 targets encouraging walking and cycling; as improved for KSI casualties. This had been offset by safety and perceptions of safety are the elements increases in slight injuries that peaked in 2000. most necessary to bring success in achieving modal Since then these have also been in decline shift. The relevance to LTP2 Objectives are returning almost to the 1994/98 average in 2004. outlined below: The total casualty numbers have reflected these trends. Casualty numbers and trends are summarised in the following tables.

Table 18.1 Casualty Numbers in the West Midlands

1994 to 2010 2010 1998 Casualties 1999 2000 2001 2002 2003 2004 National Local Annual Target Target average All KSI* 2,093 1,753 1,593 1,435 1,304 1,231 1,149 1,256 804 Child 415 368 285 274 255 195 198 207 151 KSI Slight 10,484 11,806 12,733 12,469 12,239 11,356 10,665 n/a 9,599 All 12,577 13,559 14,326 13,904 13,543 12,587 11,814 Casualties

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18.6 Particular concern is given to reducing the of child casualties recorded in our Area in the latest number and severity of child casualties. Table 18.2 eight years: ‘Child Casualties (aged 0 to15)’ sets out the number

Table 18.2 Child Casualties (aged 0 to15)

Casualties 1997 1998 1999 2000 2001 2002 2003 2004 KSI 398 384 368 285 274 255 195 198 Slight 1,848 1,899 1,938 1,987 1,746 1,633 1,513 1,386 All Child Casualties 2,246 2,283 2,306 2,272 2,020 1,888 1,708 1,584

18.9 The Local Safety Schemes Programme is Table 18.3 Total Casualty Numbers for 2004 developed as follows: (broken down by Casualty Class) Firstly accident data is analysed, to identify Child both the location and nature of accident All Casualties Casualties problems Schemes may be developed at single sites Pedestrians 1,967 742 (eg a junction or pedestrian crossing), along Pedal Cyclists 554 185 a route, within an area or targeting a particular group. Powered Two Consultation forms a key part of determining 749 12 Wheelers the measures to be employed Priority is based on 'cost per accident saved' Car Occupants 7,792 573 (which compares an estimate of the reduction PSV in accidents with the cost of a scheme) 404 57 Occupants 18.10 Areas for Local Area Safety Schemes are Others 348 15 identified as follows:

TOTAL 11,814 1,584 Areas within which a set of meaningful strategies can be developed and implemented 18.7 Car occupant casualties form the largest Areas within which the desired interaction group when all casualties are considered. This between measures, including any planned group has been seeing a steady decrease since re-distribution of traffic, can be realised the 2000 figure although it is yet to reach the Areas which reflect coherent communities, 1994/98 average of 7,696. Child pedestrians form and thus provide a suitable focus for almost 50% of reported child casualties, although consultation there is a downward trend in child pedestrian Areas that are manageable in terms of casualty numbers since 1999. financial commitment, detailed design effort and satisfactory public involvement 18.8 We prepare annual programmes of local safety and local area safety schemes, as discussed 18.11 Areas may include major routes as well as above. The impacts of these programmes are residential and local distributor roads and local contained in the LTP Transport Monitor, where three centres. Highest priority will be given to areas with year 'before and after' accident figures are poor safety records. Designed measures frequently reported. The returns for schemes completed in use learning from 'Safer Cities' and the principles the 200/01 programme have an average first year from 'Urban Safety Management'. rate of return of 207%. 18.12 The accident data shows that we have been successful in reducing the number of KSI

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casualties. However, increased effort is required causes are diverse and we need targeted if the downward trend for KSIs is to be maintained programmes to reduce the casualty toll. and the trend for slight casualties to be reversed. 18.18 The Government set national targets for 18.13 Concern has been raised by the Government casualty reduction in the 10-year plan. We are on concerning the higher incidence of road accidents course to reduce the number of people killed or in disadvantaged communities. In the our Area, seriously injured by 2010 by 40%, reduce the the programme of the engineering, education and number of children killed or seriously injured by safer routes to school projects have been aimed 50%. This good progress is reflected in our mainly at these deprived areas and they will remain designation as a Centre of Excellence for Integrated a priority within the road safety strategy. Many of Transport specialising in road safety. However, we these areas are also the target for community are not complacent and have adopted even more regeneration initiatives, in which transport challenging targets. Although reductions in improvements and road safety initiatives have an casualties will become increasingly difficult, we see important part to play. our targets as achievable with the funding which this plan allocates for a wide range of measures Consultation and programmes.

18.14 Analysis of the accident data has been used 18.19 A computerised database is used to record to identify the nature and trends of the safety all injury accidents reported to the police, identify problem in the Metropolitan Area, for use in the particular problems, monitor the results of schemes development of the strategy for improving road and analyse trends against targets. safety in our Area, as set out below. The strategy accords with the overall LTP2 strategy and takes into account the views and needs of local people Evidence and communities. The strategy and actions have been developed in partnership with the Police and In 2004: Health Authorities. 82 people were killed in the Metropolitan 18.15 Concern about road safety, particularly the Area (7 of whom were children) speed of traffic, featured highly in consultation on 1,067 were seriously injured (191 the 2003 LTP. The public have also made it clear children) that improved safety is a necessity for maximising, 10,665 suffered slight injuries (1,386 cycling, walking and in safe routes to school children) programmes. Source: APR 2005 18.16 The 2004 and 2005 consultations asked about 'doing more to encourage safer motoring'. The outcomes of both consultations showed, in a strategic context , that 'doing more to encourage Opportunities to Improve Safety safer motoring' and, consequently reduce road casualties, was a 'middle' priority, although it 18.20 It is essential that we tackle road safety in a attracted high levels of agreement by respondents. coordinated way using both revenue and capital resources, given the complexity of the issues. We Strategy for Road Safety Improvement achieve this:

Introduction In Partnership

18.17 The safety of road users is of prime 18.21 The Government, West Midlands Police importance for all transport initiatives within our Authority and Highways Agency are the principal Area and is incorporated into linked strategies and partners with which the Metropolitan Authorities programmes such as highway maintenance, Safer work to reinforce the impact of road safety Routes to Schools, travel awareness, and cycling initiatives. We raise awareness of drink driving programmes. The need to encourage road safety campaigns, new traffic measures such as Red was strongly endorsed during consultation and has Routes, safety measures installed during recent been confirmed during engagement with local maintenance of the M6 and A38(M), education communities on individual schemes. Accident campaigns such as the Driver Improvement

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Scheme, and our Help2Travel web site which opportunities to improve road safety include provides real time information. surface maintenance, street lighting, signs, operation of safety cameras, employment of Corporately school crossing wardens and arrangements for winter gritting 18.22 Within Authorities, there are opportunities Innovation – Pilot studies provide an across Departments to improve road safety through: opportunity to evaluate new ideas. Recent Education – Each Authority has road safety pilots have included an assessment of officers who co-coordinate initiatives such as different types of road surfacing in bus lanes, Safer Routes to School and who provide and the development of road safety material on road safety and cycling proficiency programmes for deprived areas for schools Design – The adoption of design standards Planning – Decisions on planning can have provides an opportunity to ensure road safety implications for road safety. The scale and is built in from the beginning. Consistent location of major housing, employment and application of standards brings the benefits of shopping development can influence the need past experience and consistency for road for car use rather than safer travel. users. Standards take in DfT Design Manual Regeneration of inner areas provides the for Roads and Bridges, and experience from opportunity for safer environments. Local pilot and 'before and after' studies development provides the opportunity for safer Audit – Independent safety audits provide layouts for housing, jobs, schools and shops, opportunities to check individual schemes and for safer access by segregated footpaths, during the design, implementation and cycle ways and public transport; reducing the operational stages to identify ant tackle need for car travel potential problems Control – Authorities have regulatory powers to set standards for layout and access which Key Elements of the Strategy ensure that developments encourage road 18.23 Key elements are to: safety Use education, training and publicity to help Directly road users travel as safely as possible Analysis – Authorities continue to analyse Ensure that everyone has access to road accident records to identify trends and safety advice, particularly schools characteristics such as age and sex, and Target safety training at vulnerable users such location across broad areas and at 'cluster as cyclists and pedestrians sites' to assist in identifying how and where Ensure all new infrastructure has been there is most opportunity to tackle road safety subjected to safety audits problems. The identification of targets Implement local safety schemes targeted at provides the opportunity to focus programmes accident blackspots in the most effective way. Future work is Implement a programme to ensure compliance assisted by the results of 'before and after' with speed limits and traffic signals, using studies and by reviews of individual schemes enforcement cameras supported by and programmes educational campaigns and initiatives Improvements – Resources available through the Integrated Transport block and other Strategy Implementation sources, such as the Single Capital Pot and developer contributions, enable a limited 18.24 Our road safety education programme aims programme of local safety schemes aimed at to equip road users with the knowledge and skills 'cluster sites'. Safety improvements are also to travel as safely as possible. Strategic an important element of the assessment of partnerships have been established across partner Major Schemes authorities and public and private sector Management – Maintenance and operation organisations to maximise the use of resources. of transport systems provide opportunities 18.25 As a minimum, we aim to ensure that which are incorporated into the deployment everyone who lives, work or travel in our Area has of revenue and capital resources. Wider access to road safety advice and information.

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Educational establishments are regularly encouraged to use the advice and resources Evidence available, particularly at key stages in vulnerability. We also want to ensure that the public knows about Local Area Safety Schemes address accidents road safety issues and legislation. The Driver that are more widely scattered. They use the Improvement Scheme aims to educate drivers tenets of Urban Safety Management and convicted of motoring offences about safe driving lessons from the Safer City project to develop skills, as an alternative to a fine and / or penalty area schemes with the involvement of local points. people. The Government has expressed concern over casualty numbers in 18.26 This LTP2 includes programmes to improve disadvantaged communities and deprived traffic safety. Local Safety Schemes are designed areas in the West Midlands suffer higher to tackle accident cluster sites using improved traffic accident rates. signs, road markings, street lighting and junctions; anti-skid surfacing; pedestrian and cyclist facilities; Source: APR 2004 Transport Monitor Figure and traffic calming measures. 21-6

Evidence 18.28 Many engineering, education and Safer Local Safety Schemes completed in 2000/01 Routes to School projects have been targeted at show an average reduction of 27% in these deprived areas. These areas will remain a casualties, with an average rate of return of priority. Many areas are also a target for community 207%, indicating excellent value for money regeneration, in which transport and road safety and return on resources. (Local Safety improvements have an important part. There have Schemes are monitored by comparing already been a number of schemes to reduce the accidents in the three years before and after high number and severity of casualties, particularly a scheme). among children, which will have made a significant impact. Source: APR 2004 Transport Monitor Figure 21-9

.

18.27 Casualties per ward per 1,000 population on unclassified roads in the 10% most deprived wards in the Metropolitan Area are double the rate for the 10% least deprived wards, both for all casualties and for child casualties.

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Source: Individual Authorities Evidence

Three current initiatives have all attracted additional funding: 18.29 The lessons from these initiatives will be applied throughout our Area and will be The Sandwell Neighbourhood Road incorporated in a good practice guide for use by Safety Initiative (NRSI) has a total cost other local authorities. Monitoring of trends against of £2.75m over two years, of which targets will continue throughout the LTP2 period, £1.28m has been awarded through the with the programme reviewed as necessary. national NRSI. The importance of community involvement and awareness is recognised and consultation is being Evidence used to bring forward individual elements of the initiative. A series of 12 accident Accidents involving motor bikes and scooters reduction measures are proposed, which (i.e. powered two wheelers) have increased are a mix of engineering, education, in recent years in line with national trends. enforcement and encouragement, all This is in part due to increased popularity and aimed at reducing child casualties in the mileage. New research into powered two 11 most deprived wards wheeler accidents is aimed at developing Solihull MBC bid successfully in 2001 to effective measures to reduce casualties. undertake a 'KerbCraft' child pedestrian training scheme funded by the DTLR's Source: CEPOG Road Safety Sub Group National Pilot of Child Pedestrian Training Schemes Programme. This funding was for three years and has now been extended for a further two through 18.30 The Safer Routes to School Programme funding from the Government's local introduces physical measures in conjunction with Public Service Agreement. The scheme education and training, to improve safety and focuses on seven schools in three encourage travel by more sustainable modes. deprived wards. Volunteer trainers are There is particular emphasis on the development teaching 300 children, aged 5 to 7, about of school travel plans. This programme links into how to look for safer crossing places, our LTP safety objectives and strategies for walking, cope with parked cars and cross safely cycling and public transport. The approach is to near junctions. Early indications are establish partnerships under which local authorities promising. The project provides value undertake physical measures and schools commit for money, contributing to road safety, to soft measures such as road safety awareness health and accessibility objectives training, cycle and pedestrian training and Walk to School week. Birmingham is the Department for Transport’s partner for the Inner City 18.31 The Department for Education & Science Road Safety Demonstration Project. and Department for Transport have invested This focuses on part of East Birmingham £50 million in school travel initiatives. This funding (Saltley, Alum Rock and Bordesley has enabled authorities to take on School Travel Green) and is has specially targeted, Plan Advisors on a two year bursary. Their job is new approaches to consultation, traffic to encourage schools to write travel plans. The calming and ‘hearts and minds’. The financial incentive to take part is substantial, once six-year £6m project is aimed at a school travel plan is completed and approved, improving road safety in the context of primary schools receive £3,750 plus £5 a pupil and social inclusion and community secondary schools receive £5,000 plus £5 a pupil. regeneration, through an integrated approach. Local people will have a key role in determining the infrastructure improvements required to promote safety and regeneration. Partnerships will be developed with service providers such as education, health and social care

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Yellow panels on all cameras and cutting back Evidence of foliage to improve visibility Better signing in advance of cameras, The Mercia Group of Road Safety Officers, including new reminders of the speed limit which includes the Metropolitan Authorities' Improved follow-up of evasive offenders, officers, has produced 'A Safer Routes to including home visits by police enquiry officers School Toolkit' which has been published by to pursue those who fail to comply with the the Local Authorities Road Safety Officers legal requirements after an offence Association (LARSOA). This can be used by A publicity drive highlighting the case for Partner Authorities to develop Safer Routes safety cameras, including campaigns on to School Programmes. television and radio, in printed media and on stadium advertising Source: LARSOA 18.35 The increasing take-up of 'decriminalised parking' powers will enable the Metropolitan Authorities to take over the lead role in the 18.32 We are adopting the concept of upgraded enforcement of traffic regulations from the Police, school routes to establish 'Safer Routes to giving Authorities greater power to improve the Stations'. Measures will include improved lighting efficient and safe use of the road network. and managed landscaping, to encourage safer access by walking and cycling. 18.36 The strategy takes account of the opportunities for partnership working with the Police, 18.33 The West Midlands Casualty Reduction the Health Authority and other relevant Partnership, involving the seven Authorities, Police organisations. The main thrust of the strategy is and Magistrates Courts Committee, has been set direct action, in the form of education, training and up to manage safety (speed and red light publicity, engineering and enforcement is detailed enforcement) cameras in our Area. This is part of in the following sections. the national 'netting off' scheme under which income from penalties is used to operate and maintain Education Training and Publicity safety cameras. This funding also pays for new safety cameras, mobile camera enforcement and 18.37 We aim to use education, training and the promotion of speed awareness. Safety cameras publicity, to positively influence and change road have proved to be effective in saving lives and user behaviour in order to reduce the number and reducing the number of casualties and more are severity of casualties on the regions roads. We aim being installed to cover sites where speeding and to do this through an extensive and innovative red light running is a problem. programme of measures, targeting particularly the more vulnerable groups of road users.

Evidence 18.38 Road safety is a major health issue that affects every road user. Whilst travelling upon or A study of accidents within 500 metres of 250 crossing roads, everyone is exposed to risk or safety camera sites, comparing the three years injury. Certain groups of road user are inherently before and three years after installation, more vulnerable, such as the young, the elderly, showed fatalities and serious injuries down by cyclists, motorcyclists, and young drivers. People 165 and the total recorded casualties down in these groups who live in disadvantaged by 1,700. communities are at even grater risk. Therefore, our focus is not only those user groups with the highest Source: West Midlands Casualty Reduction numbers, but also at those involving the most at Partnership Study 2004 risk or the most vulnerable. As about 95% of all road collisions resulting in personal injury involve an element of human error, the potential contribution that road user education and training 18.34 A review has led to the removal of 'historic can make to casualty reduction is considerable. sites' that fail to meet current criteria or which fail to serve a road safety purpose. Measures are also 18.39 Road Safety is, however, no longer solely being taken to improved the credibility and concerned with casualty reduction but is also about effectiveness of cameras, including: encouraging more sustained forms of transport with

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particular emphasis on walking and cycling. We to Road safety. Approximately 10,000 clients therefore have a duty to encourage and enable all have already passed through the Scheme. road users to make informed choices of means of travel. West Midlands Driver Improvement Providers Group 18.40 The basic 'service ' provision aims to ensure that: 18.42 The National Driving Improvement Scheme finds its origins within the Road Traffic Law Review Everyone who lives, works or travels in our of 1988 (known as the North Report after its author Area have access to road safety advice and Dr Peter North) from which many of the information recommendations were incorporated within the All educational establishments receive regular Road Traffic Act 1991. The North Report identified encouragement to use the relevant advice that: and resources prepared for them The public are made aware of current and 'It must be in the public interest to new legislation relating to road safety issues rectify a fault rather than punish the transgressor' and that 'the retraining 18.41 These are of course the basic provisions we of traffic offenders may lead to an will be making. In order to achieve our set targets improvement in their driving, of casualty reduction and modal shift, we will be particularly if their training is angled concentrating on more specific areas. These will towards their failings'. include: 18.43 The opportunity to take part in the scheme A commitment to target training at young is offered to clients who had come to the attention pedestrians. Training is currently taking place of the police for offences of driving without due care in deprived wards using funding from the DfT. and attention where an accident had occurred. If Unfortunately the funding for this pilot scheme they accept and successfully complete the course, is nearing an end and new funding has to be no further action is taken. sought for this excellent initiative to continue Cycle training will be offered to primary school 18.44 Virtually all police forces have now adopted children and where funding permits to high the nationally acclaimed scheme, based on the school pupils. We will endeavour wherever model originated in Devon and Cornwall. It is possible to work towards the new national common practice for clients who have their accident standards for cycle training in another Police Authority area to be offered the choice of undertaking the course nearer to their A comprehensive programme of road safety home. work will be offered to all schools in priority areas 18.45 The Metropolitan Authorities formed a All of the work above will form an integral part partnership group to deliver the National Driver of the Safer Routes to school programme and Improvement Scheme on behalf of the West particularly the school travel plan Midlands Police Force. The Group is called the School travel plans will continue to be West Midlands Driver Improvement Providers Group produced using funding from DfT and DfE (WMDIPG). Regional and local publicity campaigns are programmed for vulnerable groups such as 18.46 Dudley Council act as the main point of young drivers and motorcyclists. We will also contact for the Police on behalf of the other six support National campaigns. There may be Authorities. Courses are delivered at locations in a need to for special driving programmes for all the seven Authority areas. people licensed in other countries. Participation in the West Midlands Driver 18.47 The strength of the scheme is in enabling Improvement Scheme by drivers involved in the clients to recognise that it is not designed as a minor collisions, who would normally be dealt punishment but as an opportunity to improve or with by the courts, in order to improve not refresh their driving skills and or modify their attitude only their skills but also their hazard towards other road users. awareness and behaviour. The Driver 18.48 Studies on the effectiveness of the scheme Improvement Scheme has been awarded show that those completing the course reduce their Centre of Excellence status for its approach

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chances of being involved in further road collisions. 18.55 A parallel initiative for improving safety is The vast majority of those who have taken the employed to address accidents too widely scattered course comment that they feel that they had for such treatments. Local Area Safety Schemes benefited from it and often say that everyone should are designed primarily to achieve casualty have the opportunity to take it, rather than wait until reduction, however, they take a more holistic an incident has been reported. approach. This involves overlaying strategies for casualty reduction with safer routes to school, 18.49 Each course is held over 1½ days and walking (including routes to key destinations and consists of classroom based activities and in-car key stops on public transport routes), cycling (cycle training conducted by specially trained Approved routes and facilities), public transport provision, Driving Instructors. There is a fee of £150 payable speed management, freight access, etc. These are for the course, which is paid by the client and is underpinned by appropriate road safety education, designed to be comparable to the fine the client training, and publicity. may have incurred at Court. 18.56 In Birmingham, it is proposed to move Centre of Excellence Status Award towards incorporating Local Area Safety Schemes into the innovative Integrated Local Area Initiative. 18.50 We were awarded a Centre of Excellence Safety will form part of an integrated local plan for Award by DfT, as one of the 17 Centres of meeting the transport needs of local communities. Excellence, for our approach to Road Safety. The Consultation will provide the basic mechanism for Road Safety award was in part in respect of the determining the needs and concerns of the local partnership approach to the Driver Improvement community, and empowering the local people to Scheme. shape their neighbourhood, with the support of technical expertise from council officers from a 18.51 On behalf of the Group, Dudley Council have range of disciplines together with the involvement developed a web based database which will enable of other agencies. A framework of overlapping all our partners to directly access the database to themes will facilitate the consultation, and help to be able to verify the status of their clients. This will identify physical measures and education, training be available 24 hours per day, 7 days a week . A and publicity needs: great help for the Police given their shift working arrangements. Safer Local Centres Safer Living Streets 18.52 During 2004 the WMDIPG processed 1,580 clients. Safer Movement (walking, cycling, safer routes to school, control of through traffic, Engineering speed limits) Safer Access (to job opportunities, retail, 18.53 Where new works are to be undertaken on leisure and community facilities) the highway, for example new developments or improvement schemes, development control powers Enforcement and Speed Management and safety audits will be used to avoid the introduction of safety problems, and to identify 18.57 Enforcement activity will be centred on the safety improvement opportunities. West Midlands Casualty Reduction Partnership. The partnership, established in October 2002, is 18.54 On the existing highway network, the Local responsible for the maintenance and operation of Safety Schemes Programmes will continue to form fixed and mobile speed and red-light enforcement an essential part of the strategy. The effectiveness cameras in the Metropolitan Area, operating under of these low-cost engineering-based schemes, the Government’s cost recovery system. The designed specifically to tackle identified traffic Partnership comprises the seven Metropolitan accident problems, is well established. Such Authorities with the West Midlands Police and the schemes involve the use of measures such as West Midlands Magistrates Courts Committee. improvements to traffic signs, road markings and street lighting, the provision of anti-skid surfacing, 18.58 The Partnership has set an ambitious target facilities for pedestrians and cyclists, junction of reducing the number of people killed and improvements and traffic calming measures. seriously injured in road collisions by at least 300 in the first five years of operation through the enforcement of speed limits and traffic signals using camera technology.

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18.59 Speed is a key safety issue. Excessive and between the 2002-04 average and the inappropriate speed is a major contributory factor 2008-10 average in around one third of traffic accidents and a key factor in the severity of injuries sustained. As well 10% reduction in slight casualties from 2004 as making a significant contribution to maintaining to 2010 the downward trend for KSIs, it is anticipated that the increased enforcement activity will have a 18.63 Progress towards these casualty reduction significant impact on slight casualty numbers and targets will be monitored and reviewed in the Annual trends. Progress Report, together with the Best Value Performance Indicators for improving safety. 18.60 Speed is also a key issue for the wider local transport plan, with implications for regeneration, the economy, social inclusion and quality of life, health and the environment, for example:

Speed management can contribute to a safer, more pleasant environment The faster the traffic on the roads, the more dangerous and otherwise unpleasant the road environment becomes for other road users Reliable journey times are important for bus operation for supporting existing patronage and in encouraging modal change Reliable journey times are important for lorry movements in supporting modern industry

18.61 Speed management will necessarily form part of many of the other linked strategies in the LTP2, such as walking, cycling, freight and public transport. In this strategy for improving safety, effort will be concentrated on the following:

The education of existing and future drivers, together with publicity of the dangers of speeding Utilising speed limits and traffic calming techniques in local safety schemes and local area safety schemes to encouraging drivers to travel at speeds appropriate to the circumstances and conditions Utilising the results of pilot studies and research, such as the Home Zones project and the creation of a hierarchy of roads by usage, together with future guidance, such as the proposed revised guidance on setting local speed limits

Targets

18.62 We have set ourselves challenging road casualty reduction targets for the LTP2 period:

40% reduction in all KSIs from the 1994-98 average to 2010 and a 30% reduction from 2004 to 2010 50% reduction in child KSIs from the 1994-98 average to 2010 and a 35% reduction

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Table 18.4 West Midlands Road Casualty Reduction Targets for 2010

Targets or Outcomes Baseline Data and Target Contributory measures Figure All Casualties: 40% reduction in all KSIs 1994-98 average: 2093 Increased expenditure on road from the 1994-98 average to 2010, safety schemes and initiatives 2010 target: 1151 through block grant, Red Routes and a 30% reduction from 2004 to 2010 2004 total: 1149

2010 target: 804

Child Casualties: 50% reduction in child 1994-98 average: 415 Increased expenditure on road KSIs from the 1994-98 average to 2010, safety schemes and initiatives 2010 target: 208 through block grant, Red Routes and a 35% reduction between the 2002-4 2002-4 average: 216 average and the 2008-10 average 2008-10 target: 151

Slight Casualties: 10% reduction in 2004 total: 10,665 Increased expenditure on road slight casualties from 2004 to 2010 safety schemes and initiatives 2010 target: 9599 through block grant, Red Routes

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Projects and Programme

Table 18.5 Road Safety Education, Training and Publicity Actions , and Targets up to 2010/11

ACTIVITY ACTION TARGET Organise and deliver road To prioritise schools based on a number To reduce casualties within safety education in school. of factors including: each Authority area in line with national and local targets. The number of child casualties within a set distance of school A reduction of child KSIs per Transport modes of pupils attending head of population in deprived the school areas to the same level as the Social and economic deprivation average for the whole of the factors (out turn of child safety authority area by 2010. Audit) To initiate a comprehensive programme of road safety education in priority schools and to provide education materials for all other schools on request

Organise and manage cycle To achieve a 2% year on year increase No increase in child cyclist skills training in line with in numbers trained: casualties on 2003 numbers. recognised good practice. Stage 1 training - up to 75% of pupils by year 6 annually Stage 2 training – up to 50% of pupils by year 6 annually Schools who have a recognised school travel plan in place to be prioritised.

Organise and manage To train a minimum of 200 children No increase in child pedestrian practical, on-road pedestrian annually per authority, with review at the casualties on 2003 numbers. skills training with 5-9 year old end of current Kerbcraft funding. pupils, to target areas with higher numbers of child pedestrian casualties, particularly in areas of higher deprivation. Support national publicity Each authority to support any two DfT Twenty positive local media campaigns with local publicity campaigns annually for example items generated regionally. initiatives. drink drive, rear seatbelts, speed. Develop and promote an Each authority to promote the following Number of local media items annual regional publicity annual campaigns: generated campaign in conjunction with partners in statutory and 2004/05 – powered two wheelers voluntary organisations. 2005/06 – school gate parking + transition year 2006/07 – Summer Anti drink and drugs driving 2007/08 Child pedestrians, parents and drivers

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ACTIVITY ACTION TARGET 2008/09 – in car safety 2009/10 – Parking safety/congestion 2010/11 – Young and novice drivers

Develop child safety audits. All authorities to have child safety audits Achieve or exceed regional in place by April 2006. target for KSI child casualty reduction. Ensure all schools receive Provide 1 regional newsletter per annum. All schools informed of information containing both campaigns and road safety local, regional and national Provide Starting School packs for parents ETP services available. road safety information. of new starters. Provide all schools with Walk to School information.

Deliver driver improvement Provide driver re-training for a minimum Achieve or exceed regional courses in conjunction with of 1000 drivers each year across the target KSI casualty reduction West Midlands Police. region. Promote regional initiatives to Each EPO to deliver 100 presentations Reduction of at least 300 KSI combat speeding in a year regionally, generating 70% positive at camera locations in the first conjunction with West feedback. five years (commencing Midlands Casualty Reduction October 2002) Partnership. 5% commitment of Operational Case towards education, publicity and research.

18.64 Each Authority will build its own programme of engineering measures aimed at the targets and continuing with principles set out earlier. Annual monitoring will be undertaken in April for previous calendar year.

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140 LTP 2006 - Appendices Safer Routes to School Strategy

Appendix 19 Safer Routes to collected from a sample of schools in all Authorities every year. School Strategy 19.5 195 children (aged 15 and under) were killed Role of Safer Routes to School or seriously injured (KSI) on our roads during 2003. This is already below a government 2000 target of 19.1 This is an important, focused area of reducing KSIs to 207 by 2010, so a more programme delivery that seeks to bring together a challenging local target has now been set. range of policy initiatives to target a key group of the population, with many different agencies 19.6 A well-organised project should form a working together. These initiatives are often fundamental part of a School Travel Plan. In this contained within School Travel Plans which aim to way, it will have many benefits beyond the improve safety and encourage travel by more immediate stated aims. A School Travel Plan will sustainable modes. As well as linking with the LTP2 identify education, training and publicity initiatives safety objectives, the programme also supports to support schemes and bring other benefits, e.g: walking, cycling and public transport strategies in reducing car use. Peak demand can result in young Effective road safety training should improve people waiting ages to get on buses, whilst some our child road safety record and help towards cannot stay for after school activities due to achieving the targets set for child accident problems with missing free travel or inappropriate reduction timetables. There is bad behaviour, racism, litter Children will also gain the opportunity to learn and bullying on some buses / trains and at some risk assessment and safe behaviour on the bus stops. These impact badly on other passengers road and drivers and needs partnership working to Young people need the daily exercise that address. walking or cycling to school can offer. Evidence shows that more active children are 19.2 There is a particular need to consider more likely to become more active adults.That transport for disabled children and the opportunities means less risk of heart disease and other for them to switch from special transport to health problems in later life independent travel in the growing number of Safety benefits for journeys other than to and accessible buses / trains. Attention to the walk from from school. Local environments that are safer home/ bus train stop to school should be for children to walk or cycle to school are also incorporated in the School Travel Plan (even where likely to be safer for all the community there are no current pupils in these groups). Safer roads can help build stronger communities. Measures can help to Present Situation regenerate urban areas and marginalised communities 19.3 In 1986, children (aged 16 and under) made The freedom and independence that children nearly 60% of their journeys to school on foot and will gain has other benefits, such as helping only 16% by car. Ten years later, the proportion of their personal development trips on foot had dropped to below half and those by car had almost doubled to 29%. There has been 19.7 All Authorities have shown an ongoing a decline in the use of public transport and cycling commitment to funding the programme. has fallen to less than 1% of school journeys. As a result almost one in five trips on the urban network Recent Examples at 8.50 in the morning are taking children to school (DETR, 1999). 19.8 School Travel Plan Advisers have been appointed in all Authorities, funded by the 19.4 A survey of 80,000 children, collected in 2004 Government as part of its Travelling to School for School Travel Plans in Birmingham, Coventry, Initiative (TTSI). During 2004/05, these advisers Dudley and Sandwell, confirmed the continuing supported schools in the production of 181 Travel increase in car use. 50% of the primary school Plans, securing over £1.1 million in grants from the children and 45% of secondary school children Government for small capital projects within these walked to school. 47% of the primary school school sites. This has also enabled greater support children and 25% of the secondary school children to be given to safer routes and school travel were driven to school. In future, travel data will be projects.

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The Strategy Evidence 19.9 Partnerships are the key to success for every Some recent successful initiatives are: project and young people should be at the heart of decision making. Young people should also be Following safer routes to school projects given the opportunity to feedback to partners about in Willenhall and Frank F. Harrison the progress being made. The Department for Schools in Walsall, a total of more than Transport highlights the importance of pupil 100 pupils are now regularly cycling to empowerment and close collaboration with the the sites. Before the projects began no neighbouring community in its booklet 'Walking and pupils cycled to Willenhall and only a Cycling - Success Stories' (2004). This includes handful to Frank F. Harrison. projects from our Area. At Willenhall Community Primary School ( formerly Chase Primary School), 19.10 Partnerships can include road safety officers, Coventry, a daily walking bus has traffic engineers, elected members, representatives improved attendance and punctuality from education departments, passenger transport and there has also been a marked rise operators, the police and local business in pupils’ achievement.. community. Primary Care Trusts also have an A school project in the Stoke area of important role to play with health improvement plans Coventry has brought together different and the Healthy Schools Initiative. agencies, including Sustrans. Safety 19.11 In the Government’s White Paper - 'Choosing training, traffic calming, road safety Health: Making Healthier Choices Easier’ improvements and a cycle shelter (November 2004) School Travel Plans form part of designed by a local artist have greatly the tackling obesity strategy. The DfES document increased cycling levels. Also nearly - 'Healthy Living Blueprint for Schools' recommends 80% of pupils walk to Stoke Park that ‘children should be encouraged to walk or cycle Community Technology College. all or part of the way to school wherever this is safe Birmingham is using the 'Young and practical’. It also emphasises the need for Transnet' website that allows young schools to have a school travel plan to promote people to take part in surveys and take more sustainable, healthy and safe travel. part in debates on sustainable transport issues. 19.12 We use a variety of approaches when The completion of Tudor Grange Safer allocating funding for Safer Routes to School Routes to School Project in Solihull has projects. Where areas need to be assessed, a resulted in a dramatic fall in road Safer Routes to School Toolkit can be used. This casualties. There were 46 reported was originally produced by the Mercia Group of casualties (including 12 children) in two Road Safety Officers, which includes officers from roads by the school during 1994-1998. the Metropolitan Authorities. It takes five factors In the two years up to July 2004 only one into account when prioritising areas of work adult was reported as slightly injured in including: the same area. The school council at St. James Church Road accident casualties of England Primary School in Dudley has Number of pupils living close to school designed posters promoting walking. Number of pupils walking and cycling or being Following a parental survey the Safer driven Routes to School project has provided Number of children at all schools in an area a crossing to create safer routes for this and other local schools. 19.13 Authorities may also allocate funds using a 16 schools in Sandwell have benefited challenge approach or match-fund or support school from safer routes to school funding so travel plan grants. Some authorities may grade the far and are currently pursuing the amount of funding depending on the commitment initiative through their school travel shown by schools to support soft measures within plans. a school travel plan. These may include road safety awareness training, cycle and pedestrian training, and walk to school campaigns.

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Targets

19.14 Ambitious targets have been set as part of the LTP2. Progress on achieving modal shift targets will be monitored using information from annual school surveys, required as part of the school travel planning process. Road casualty figures will also be monitored on a regular basis to identify trends.

Modal Shift

A possible target for 2007/08, when monitoring issues have been resolved, is "No reduction in the ratio between the number of pupils and the total number of car journeys to school between 2005/06 and 2010/11"

Casualty Reduction

A 40% reduction in all road users killed or seriously injured from the 1994-8 average to 2010 and a 30% reduction from 2004 to 2010 A 50% reduction in children killed or seriously injured from the 1994-8 average to 2010 and a 35% reduction between the 2002-4 average and the 2008-10 average A 10% reduction in slight casualties (all road users) from 2004 to 2010

School Travel Plans

100% of schools to have travel plans by 2011. This is a hugely ambitious target, defined in the Regional Spatial Strategy, and is unlikely to be achieved due to resources constraints, especially if Government funding of School Travel Advisors, extended to 2008, ceases.

Programme

19.15 We prepare annual programmes of Safer Routes to School projects in line with procedures set out above, to be funded from the Integrated Transport block allocation.

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144 LTP 2006 - Appendices Community Safety and Safer Travel in the West Midlands

Appendix 20 Community Safety prevention through environmental design, tackling issues such as the effects of poor lighting and and Safer Travel in the West landscaping. Midlands 20.5 There is a need to work with young people, Present Situation particularly those in school year 6 and 7 as they are on the brink of independent travel. Initiatives 20.1 The West Midlands Authorities regard the need to address the concerns of young people provision of a safe and secure environment for themselves as well as those of adult passengers people to live and move about in as one of their and staff. highest priorities. A principal aim of the Local Transport Plan is therefore to contribute to improved 20.6 As well as direct action to reduce crime there safety and security for the community generally, is a need to address things such as anti-social but particularly focusing on pedestrians, cyclists, behaviour, remove graffiti, and clear litter. While the school journey, and public transport these are not necessarily defined as crimes they passengers. Crime and the fear of crime is greatest will improve the environment, the feeling of after dark and differs from neighbourhood to well-being, and can lessen people's fear of crime. neighbourhood, a person's gender, age, race, Encouraging more people onto the streets physical ability and the time of day. It therefore reinforces confidence and can break the cycle of raises important social exclusion and equality issues fear. that need to be tackled. It is a key issue if people 20.7 Making our towns attractive and safe are to be encouraged to leave, what they perceive contributes to the local quality of life, the local as the safe haven of their cars, and use other economy and urban regeneration. Much has modes of transport. already been done to make our town centres more Role of Community Safety to the attractive, which combine the use of technology, design and commercial vision but much more needs Strategy to be done to ensure urban regeneration and the economic health of our town centres. 20.2 Actual and perceived safety and security is an important factor in peoples' choice of mode of Current Policies transport, particularly their use of public transport or the decision to walk or cycle or indeed whether 20.8 The below policy documents are relevant to to travel at all. The Districts and Centro recognise the LTP’s approach to Community Safety: the need to work in partnership with other agencies to ensure a multidisciplinary approach to the Local Authority Crime and Disorder Reduction problems; to maximise the availability of resources, Strategies and to add value to each agency's work. Safety and security is essential to the regeneration of WMPTA / Centro 20-year Public Transport urban areas and the LTP programme links with Strategy related strategies and funding regimes, including national regeneration programmes and Crime and Transport 2010 - The 10 Year Plan Disorder Reduction Strategies. West Midlands Police - Local Policing Plan 20.3 Research by Centro conducted in 2004 confirms that fears for personal security can be a British Transport Police Strategic Plan real barrier to the use of public transport and 2002-2005 walking, especially after dark. Concern for personal security is often greatest when walking to and from 20.9 A number of Crime and Disorder Reduction the bus or metro stop or bus or railway station at Strategies now identify safer travel as a key priority either end of the journey. The actual on board and this has been reflected in our revised LTP element of the journey is perceived to be the safest. target. Identifying improvements to the physical and social environment at a neighbourhood level is crucial. Strategy 20.4 In addition to this there is a need to ensure safe walking routes, using the principals of crime 20.10 The Local Authorities and Centro wish to see a safe and secure environment for people to

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live and travel in, whichever mode of travel they professions to maximise effectiveness and added choose. Fears for personal safety and security can value to each of the organisation's work. be a barrier to people travelling, especially by public transport, walking and cycling. The LTP will remove 20.16 The strategy to be followed will target these barriers and encourage the use of more particular neighbourhoods and known problem sites sustainable modes of travel. and areas to maximise people's willingness to walk, cycle and use public transport. The focus will be 20.11 The Crime and Disorder Act requires the on the enhancement of street lighting, particularly various agencies to reduce crime and promote in residential areas and on the approaches to public community safety. Section 17 of the act asks that transport routes will feature in each of the they do all that they reasonably can to prevent, authorities programme. Focus will also be on Bus crime and disorder in their area. Safety and security Showcase Routes, major public transport hubs such issues related to transport are an integral element as bus and rail stations (including taxi ranks), and of this. main pedestrian thoroughfares to key attractions such as town centres, leisure and shopping 20.12 Each of the District Councils in the West facilities. The ‘whole journey’ approach has been Midlands has a Community Safety Strategy. adopted in the Showcase Handbook including Centro's 20-Year Public Transport Strategy has walking to stops, subways, and generally perceived target performance indicators for safe public security issues. Similar principles are being applied transport. These include measures to address to the design of metro, upgrading of rail stations vehicle crime, anti-social behaviour, and to reduce and park & ride sites. Particular issues relate to the number of young people who become involved city centres at night which need to be monitored in crime; as victims as well as offenders. The bus, following recent changes to licensing laws. Public rail and Metro operators in the West Midlands are transport and taxi policies are particularly relevant. also committed to resolving problems of crime, (Good example of policy responses are the safety and security. Wolverhampton and West Midlands Travel‘s safe ‘get you home bus services’ from nightclubs to 20.13 The priorities of the West Midlands Police surrounding villages, and Birmingham's Taxi Rank are the reduction of robbery and street crime, Marshals. through various safer streets and safer travel initiatives. In addition to these priorities the 20.17 The districts and Centro will seek to improve reduction of local problems of crime and disorder, the standard of car parks security through the reducing drug related crime, reduced youth 'Secured Car Parks' programme. Particular offending, prevention and detection of crime by attention will continue to be given to the Park and working with others, increasing public satisfaction Ride sites and car parks serving the Metro, bus and and increasing trust and confidence amongst ethnic railway stations to ensure the confidence of the minorities. A key initiative within this LTP is the motorist and maximise the modal shift benefits of introduction of a West Midlands Police Public Park and Ride. Transport Unit comprising of both Police Officers and Police Community Support Officers whose 20.18 The cycling and walking strategies adopted primary role will be to provide reassurance to will address security issues and the partnership passengers and staff. work with Centro and operators will address problems on public transport vehicles. Vehicle and 20.14 The British Transport Police Midland Area bicycle theft has a direct impact on people's travel policing plan identifies a safe railway environment decisions. Secure cycle parking facilities will be as a force priority. This includes the reduction of given a priority as an integral part of the cycle violence against the person, both travellers and rail strategy. / metro staff, reduction in robbery offences, the reduction in car crime. With their partners they also 20.19 Consideration for personal security along aim to achieve a railway environment free from the whole journey will be an integral element of disruption caused by vandalism and other route future plans to extend the Metro system in the West crime offences, efficient management of fatalities, Midlands, particularly paying regard to safety whilst maintaining order of travelling football supporters walking to and from the Metro by conducting both and reducing the number of level crossing offences. crime analysis and situational crime prevention audits of stop locations. 20.15 All have a strategy in place that requires partnership working with colleagues in related

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Targets

20.20 The LTP’s personal security target seeks to improve actual and perceived personal safety whilst travelling on public transport by 10% between 2005/6 and 2010/11.

Projects and Programmes

20.21 In addition to a number of specific safety and security schemes within the LTP 5 year strategy, it recognises that feeling safe and secure is a critical objective for all capital schemes in order for them to be a success. It is a fundamental part of the strategy that the improvements in personal security are regularly communicated to the public and surveys undertaken to monitor those aspects that are still causing concern.

20.22 In accordance with DfT guidance, specific projects should include:

Mapping public transport related incidents - by using GIS mapping systems to analyse public transport related incidents and target operations at 'hot spots' and problematic corridors Developing secure walking routes - by conducting audits to identify improvements to the physical environment Developing secure transport routes - by identifying improvements to the physical and social environment along a transport route, including interchanges, car parking, taxi services, pedestrian and cycling facilities

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148 LTP 2006 - Appendices Smarter Choices

Appendix 21 Smarter Choices transport, walking and cycling facilities, where such measures would influence travel patterns. Rationale 21.5 Smarter Choices - The region is working to the guidelines set out in the DfT ‘Smarter Choices’ 21.1 The West Midlands Area Multi Modal Study strategy and is continually putting these guidelines (WMAMMS) showed that, with a concerted into practice. This is being achieved through long-term effort, it would be possible to achieve up working with companies, schools and the general to a 15% modal shift in 30 years through improved public, improving provision of information, information, awareness and lifestyle changes, improvement of services and working in partnership including existing initiatives such as TravelWise. with local bus and rail operators. This is more cost effective than building infrastructure to cope with peak demand. This LTP 21.6 There are key policy documents within the therefore reflects these recommendations, placing NHS that require the development of travel plans great emphasis on improving travel awareness in and TravelWise initiatives. These include the order to start to change travel behaviour. National Service Framework for Coronary Heart Disease; the New Environmental Strategy for the 21.2 We recognise that car users need to be aware NHS, Sustainable Development in the NHS and the of adequate, attractive and robust alternatives to Department of Health's Corporate Governance: how and when they use their cars prior to Controls Assurance. These ensure that NHS Trusts attempting to shift their travel behaviour. and Primary Care Trusts work with local authorities Infrastructure and service developments are to develop and implement travel plans. required to support any such communications campaign. (If people trial new ways of travelling 21.7 Regional – The Transport Priorities for the but are disappointed with the result, they will resort West Midlands produced by Advantage West to their old habits and it will be even more difficult Midlands and the West Midlands Regional to change attitudes second time round). Assembly proactively encourage the use of travel plans to promote sustainable transport. One of the Current National, Regional & Local Region’s five Transport Priorities is to 'Promote a Policies change of Hearts and Minds of the Region's population.' This includes programmes that 21.3 National – In the DfT document, Transport encourage the use of public transport, more walking 2010 - The Ten-Year Plan, travel plans are and cycling along with a corresponding reduction considered key to encouraging a switch from the in the use of the private car. There is a wish to car to more sustainable modes of transport, with a introduce the issue of demand management in line particular emphasis on work and school journeys. with thorough research to promote the use of travel In A New Deal for Transport: Better for Everyone, plans for sustainable travel and to make information the DfT recognises that a change in travel behaviour for all modes of transport more readily available. is possible for many people. These documents set out the improvements to infrastructure required to 21.8 Regional Planning Guidance, produced by make the change to alternative modes of travel the West Midlands Local Government Association, possible. also supports the idea of travel plans and the promotion of behavioural change. Policy T4 21.4 National planning guidance in the form of (Promoting Travel Awareness) recommends an PPG13 also promotes the move away from sole emphasis on the promotion of travel plans that occupancy car journeys, by limiting the amount of encourage people to travel by means other than parking allowed through the planning process. The the car by raising awareness of transport issues guidance states that developers should not develop and providing information on other forms of schemes on the assumption that the car will be the transport. There is also an emphasis on reducing only realistic means of travel to the site. It also the need to travel by encouraging the use of requires the developer to produce a travel plan for telecommunications (including the Internet) for the sites over a certain size. They are also required purposes of business and other service provision for sites that may generate a significant amount of (Policy T2). travel in or near Air Quality Management Areas. The guidance states that planning obligations may 21.9 The West Midlands Regional TravelWise be used to achieve improvements to public Group, which brings together local authorities, health bodies, central government and other

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organisations such as the Environment Agency, residents of the West Midlands. These works to co-ordinate and integrate activities across include working with Primary Care Trusts the Region. This is supplemented by the and the British Heart Foundation on Metropolitan TravelWise Group that focuses on health campaigns relating to TravelWise; Metropolitan issues and uses the Regional Group the CTC and Sustrans on cycling to ensure effective cross boundary working. infrastructure and initiatives such as Bike Week, In Town Without My Car Day and 21.10 Local – Each authority has its own Walk to School Week. development plan, which promotes sustainable transport and the use of travel plans through the Social Inclusion & Accessibility – any planning process. For example in Coventry, one Smarter Choices campaign must adopt an of the key policies is to provide 'an integrated, inclusive approach. While it includes accessible and sustainable transport strategy'. initiatives to encourage modal shift, a Coventry hopes to achieve this through developing significant focus is on improving the and co-ordinating transport facilities in partnership dissemination, availability and accessibility of with other bodies including businesses and by information to the public , many of whom are promoting alternatives to the use of the private car. already using sustainable modes. This can be achieved through personalised Travel Objectives Planning initiatives to make it easier to find out how to make a journey and increase 21.11 We are aiming to achieve 5% modal change access to services. through Hearts and Minds/Smarter Choices campaigns by the end of the plan period. If this can Some companies are working directly be achieved it will make a significant contribution, with Centro and the operators to not only in transport terms but to the wider goal of enhance public transport access to their improving the quality of life in the West Midlands, site. This provides improved services and have wider implications and benefits for the for employees (or potential employees) community. who do not have access to a car. In the most disadvantaged areas, local pockets Economic Revitalisation – By playing a vital of high unemployment can be linked role in changing travel habits and helping to through public transport or other reduce congestion, smarter choices actively transport schemes to companies having will have a direct impact on the economic difficulties recruiting. This can have a prosperity of the region, making it more great impact on the economics of the attractive place to work, live and to invest. area. There is also work to promote access to social facilities such as leisure Company TravelWise is a major facilities, shopping centres, banks and campaign in the delivery of TravelWise post offices. across the region. This involves The WorkWise project that is designed companies in the adoption of travel to increase accessibility to employment plans, and encourage them to become opportunities has successfully been more actively involved in the travel piloted in Sparkhill, Chelmsley Wood debate, and more aware of the role and and Walsall. The project involves contribution they can make. This is personalised journey planning advice essential for successful long-term modal and free tickets for job seekers to attend shift. Companies are beginning to interviews or take-up new jobs and has recognise a benefit from developing a assisted over 4000 people since its Travel Plans and TravelWise initiatives, inception in 2003. particularly where they currently have Coventry have piloted the first ever problems with parking or difficulties Urban Wheels to Work Scheme. It is recruiting staff. Such schemes can run by Connexions on behalf of Coventry improve the operational efficiency of the City Council. This scheme targets 16 - company.They also encourage a better 24 year olds who do not have access to use of land, using the space for training or employment due to transport economic benefit rather than for car barriers. The scheme works with them parking. Partnership working is to provide journey planning and to increasingly used to deliver benefits to

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support them travelling to their place of Foundation, Walk 2000 and Walk Your training or work. If there are no travel Way to Health. options available to them, they are put forward for the moped part of the Integration – Success in changing travel scheme. This gives the young person behaviour will only be achieved through Compulsory Basic Training on a moped integration - Integration of Smarter Choices and all the safety clothing required. campaigns and initiatives in tandem with They are also loaned a moped for up to infrastructure improvements; integration of 12 months. During this period communication to ensure a common Connexions staff work with the young agreement; integration with stakeholders to person to ensure that they find enhance information and best practice alternative transport by the end of the sharing. The dialogue, which is developed 12 month period. This could be car between the companies, schools, the local sharing with a friend or colleague or community and the local authorities has been even buying their own moped. Although found to be mutually beneficial, by being able this scheme has been run elsewhere in to provide the appropriate level of assistance predominantly rural areas, this is the first when it is required. scheme based in a fully urban area. It is being used as an example across the The integration between the different country of how an urban scheme could modes of transport can also be work. enhanced by working with the providers of public transport services, local Sustainable Travel Patterns – The strategy authority transport planners and local aims to encourage a switch in modal choice taxi firms. This can then provide ease to more sustainable modes such as public of access to one mode from another. transport, walking, cycling or home working The framework established by the LTP and to retain current public transport users. allows close integration of policy A long-term approach to changing travel initiatives and local programmes are behaviour will be essential for sustaining any developed to maximise this synergy. modal shift achieved in the life of this LTP. Creating relationships through campaigns targeted at key audiences such as schools, Role of Travelwise / Travel Plans universities, business and the community will 21.12 TravelWise is a well established initiative reinforce sustainable travel patterns. seeking to promote changes in travel behaviour Health & Safety – Smarter Choices with a combination of targeted action and ongoing campaigns will develop initiatives to publicity / campaigns. encourage people to walk, cycle and be more physically active. Lower car use could also 21.13 In July 2004 a TravelWise initiative in result in safety benefits such as a reduction Birmingham won the National Transport in child road accident rates and reduced stress Association's award for Travel Planning. Mitchells from congestion. This particularly relates to and Butlers, one of the UK's largest entertainment the work carried out with schools. outlets, won the award for their innovative work in reducing car use. The scheme included appointing To ensure the link between health and a full time internal TravelWise co-ordinator, carrying transport Birmingham City Council has out travel surveys, offering discounted public established an Active Travel Group. The transport tickets via the Company TravelWise aim of this group is to promote and scheme along with a relocation package, setting encourage walking, cycling and walking up an in-house car-share scheme and provision of to public transport services as a way to cycling facilities. maintain a healthy lifestyle. It brings together officers from sustainable 21.14 In November 2005 the West Midlands transport, school travel plan officers and Regional TravelWise Group were recognised at a Centro plus representatives from the naional event when they won the award for 'Best four Primary Care Trusts, British Heart Travel Awareness Campaign' at the National TravelWise Association conference in London. The group was chosen for the award because of the

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success of TravelWise Week 2002, 2003 and 2004 21.19 The Smarter Choices initiatives will contribute and the TravelWise 2005 campaign. The group to the overall objectives of the LTP by helping to was nominated for the award because it founded encourage a shift in mode to increase the number TravelWise Week in 2002 and has worked of bus passengers to 355 million by 2011, to continuously since the first event on raising increase the number of Metro passengers to 5.8 awareness of the TravelWise cause through events, million by 2011, to assist with the target on cycling media work, publicity and a dedicated website. and generally establish a more sustainable pattern of travel. 21.15 TravelWise has a well known identity that can be built on to assist in the delivery of the wider Companies Hearts and Minds / Smarter Choices strategy. To date, whilst a common logo has been used for all 21.20 As stated in the Government's Smarter initiatives, the initiatives themselves have been Choices strategy, Travel Plans are a package of focussed on delivering local priorities across a measures adopted by an organisation designed to range of themes. The development of a clear help them satisfy their travel needs in the most strategy framework into which such initiatives can sustainable way practical. Company TravelWise fit and reinforce each other will be an important step is the model being used by the LTP Authorities to forward. The National TravelWise Association is help local organisations prepare Travel Plans. It supported by the West Midlands Regional Group. involves working with employees and focuses on Their initiatives contribute to the overall objective their business trips and how they travel to work. of the LTP by helping to encourage a shift in mode Company TravelWise originated with Birmingham and a more sustainable pattern of travel. There are City Council. Centro and Travel West Midlands are however a number of other specific benefits as set key partners in the scheme. LTP Authorities are out below: now working with a variety of large and smaller employers across the West Midlands Metropolitan Strategy Area.

21.16 The Smarter Choices communication plan 21.21 Monitoring of the initial Company Travel is central to delivery of the transport strategy. The Plans shows significant successes in the majority aim is to obtain public buy-in to transport issues by of companies in affecting modal split, with clear appealing to both the emotional and logical aspects reductions in car use (more than 5% in three of the debate and thereby begin to achieve a years). In cases where this has not been achieved, behavioural shift and develop more sustainable changed conditions, such as an office relocation to patterns of travel. a less accessible site for public transport, can be identified. 21.17 Bringing about behavioural change is fundamental to this strategy and maintaining a 21.22 To affiliate to Company TravelWise strong programme of Smarter Choices focused organisations need to sign the Company TravelWise activity over the next 30 years will be essential to pledge, which states that the company will 'work capitalise on these beginnings and reinforce any towards reducing the environmental and congestion modal shift. However this plan deals only with impacts of the organisation's transport activities, strategy up to 2011. with particular reference to employee travel'. There is no fee involved. 21.18 The immediate communications programme will adopt a phased approach. It should guide 21.23 Currently organisations are identified in two people through the thought process in a logical main ways. The first is an analysis of the major manner – firstly, raising awareness of the need, employers within each authority to identify the then informing and educating, making the debate largest employers to target. The second is through more personal before finally encouraging the trial the Development Control process whereby planning of alternative modes and in the longer term applications are monitored to identify those where encouraging repeat behaviour. This will be Travel Plans are appropriate. achieved by four broad initiatives aimed at:

Companies Schools General Public Developers

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Evidence Evidence

The NHS Trust Group is jointly organised with Centro's TravelWise Team offer advice and Birmingham City Council and its Health & support to companies and Local Authorities Overview Scrutiny Committee. It brings on implementing the public transport aspects together the NHS Trusts and some of the of Travel Plans. This involves working with largest employers and trip generators to operators to improve local public transport integrate both preventative health work and provision. They also offer internal travel plan development. communications support to companies looking to promote public transport to their staff (including site-specific information packs, staff guides and staff travel awareness sessions). 21.24 The Local Authority helps the organisation to conduct a staff travel survey and make an audit Centro and bus operator Travel West Midlands of its own transport policies and practices. From currently sell discounted annual travelcards the results an 'Action Plan' is produced and to over 100 organisations across the region. presented to the organisation. This contains a list Bringing sales staff directly into the workplace of things they need to do to honour the pledge. ensures that companies and their staff save Companies may also receive a postcode map time as well as money. They are also able to showing where their employees live and how they get up-to-date information and help with travel to work. planning their journeys to work. Holding annual sales and information days in the 21.25 Local Authorities are working with a number workplace allows staff to receive up-to-date of companies across the area, covering nearly 24% information and benefit from staff loan of the West Midlands workforce. Regular schemes, paying for their annual passes by monitoring is undertaken as this is an established monthly payroll deductions, and encourages LTP target. repeat purchasing. Centro sells over 4,500 annual passes through the scheme in addition 21.26 In addition to professional advice, Company to the bus-only passes sold by Travel West TravelWise members qualify for special offers. Midlands. In their first year of buying a pass, These are made by 'support companies' with a staff can also get a 50% discount if they give TravelWise theme who are willing to offer a discount up a dedicated car parking space at work or on the product or service they provide. These other car related benefit. Since the scheme include up to 50% saving on annual travelcards and started, hundreds of staff have switched to discounts on bicycles and equipment. The scheme using public transport to take advantage of is now regional, so that TravelWise members from this offer. Centro also offers discounts to across the West Midlands Region can access all companies on bulk purchases of One Day the available discounts. TravelCards. Staff can use these for business travel to meetings to reduce business mileage and they are an effective tool for reducing congestion.

In November 2005 a conference entitled 'Travel Plans - Costs and Benefits' was held in Birmingham. The event, which was free to attend, was aimed at businesses throughout the region. It offered advice on Travel Plans and included case studies and practical workshops to help with the process.

21.27 It is important that local authorities lead by example. Whilst there is still much to be done, progress is being made with local authority travel

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plans. Many Authorities now have dedicated Travel 21.32 Company TravelWise is now the cornerstone Plan Co-ordinators and are working to improve the of the West Midlands TravelWise Campaign. It choices available to council staff. These include marks a development from 'soft' awareness raising providing Travel Pass schemes, flexible working, to the delivery of practical help. It complements cycle facilities, showering facilities and pool cars initiatives such as Safer Routes to School and Road and bikes. One example is the former Safety campaigns. To ensure a holistic approach Transportation Department of Birmingham City links are being established with Cycling Strategies, Council that has achieved a modal transfer from Local Walking Strategies, Traffic Management, Car car of some 14% over four years. Some Chief Parking Strategies, Air Quality Action Plans, Health Officer performance contracts now include targets Improvement Programmes and, where appropriate, for reducing car use. Health Action Zones.

Company Strategy & Target 21.33 It is recognised that the current review of Local Authority Development Plans is an excellent 21.28 The strategy is to target employers, industrial opportunity to ensure Planning Strategies and estates and business parks. Where one Development Control policies contribute to further organisation affiliates, neighbouring organisations adoption of travel plans. are contacted to create 'Area Groups'. Key employers well served by public transport were the 21.34 Where the preparation and implementation main target but most have now signed up to of travel plans and/or membership of Company Company TravelWise. Therefore innovative new TravelWise are made a condition of Planning approaches need to be made to recruit smaller Approval, their delivery needs to be guaranteed. companies and those not affected by the planning A working group will be convened with Development process. Control officers to consider how the quality and effectiveness of a travel plan can be audited and 21.29 Good progress has been made with the enforced. Health Sector already, with many Hospital and Primary Care Trusts already being active members 21.35 Target required by Regional Spatial of the initiative. Education is also an area being Strategy: 30% of all employees to work in targeted as a specific requirement under the organisations committed to work place travel plans Education Act 2002, both at schools level and at by 2011. higher education. Authorities support schools through the Safer Routes to School schemes. Schools Universities and Colleges are supported through Company TravelWise. 21.36 The LTP Authorities are working with schools to develop Safer Routes to School schemes 21.30 Opportunities for using Section 106 (Appendix 19 ‘Safer Routes to School Strategy’). agreements and membership of Company As part of this, they are developing School Travel TravelWise as a planning condition will continue to Plans. These promote the alternatives to the car be taken. It is imperative that we work more closely as ways of travelling to and from school to the with Development Control Officers to ensure travel children, parents and staff. plans are properly monitored. Developers are provided with information packs offering advice and 21.37 Over the past twenty years there have been support with their travel plan and to pass on to final changes in the way that children travel to school. occupiers both business and residential as this is Car use has doubled, bus and train patronage has essential to create another avenue for Smarter remained steady but the proportion of pupils walking Choices. and cycling has decreased sharply. A school travel plan aims to assist in reducing these problems 21.31 Links with existing business and through cutting congestion caused by the school environmental groups are also being developed. run, reducing traffic danger and supporting pupils In Sandwell for example the Black Country Business who are already travelling by more sustainable Environmental Association and Groundwork Black means. Country also help to promote Company TravelWise. The Regional TravelWise Group helps 21.38 Within the West Midlands Metropolitan Area officers share expertise and pass on details about there is now a dedicated team of School Travel interested organisations across the authority Advisors involved in the school travel plan process. boundaries. They work closely with staff, pupils and parents to

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reduce car use on the school run and promote more Making Smarter Choices Work DfT sustainable modes of transport including walking, Travelling to School – An Action Plan cycling and public transport. It is important to focus DfES/DfT upon these aspects while at a younger age to shape National Healthy School Standard - The pupils travel habits for the future. School travel school travel plan is in the physical activity plans not only benefit the school and its pupils but element part 7 where it looks at encouraging also the wider community. walking and cycling in safe conditions using the School Travel Plan. 21.39 Advisors are located in all authorities, ‘Safe Routes to School project’ – aims to including Centro. They meet regularly within the increase the number of young people walking region to share best practice and to inform each and cycling to school through the provision of other of new developments in the school travel safe routes and the promotion of these modes area. School travel is now linked to a number of in school travel plans. other school initiatives including Healthy Schools, Every Child Matters and the Children’s Act. Increased Travel

21.40 In aiming to improve school travel and the 21.44 With the increase in the number of extended travel plan process grant funding is now available schools more pupils are now undertaking before to all schools (excluding independents) who have and after school activities. This means that more a travel plan that meet national guidelines. For journeys are being made outside normal school primary schools this is approximately £5,000 and start and finish times by both pupils and for secondary schools £10,000. This is a good way practitioners who run these programmes. In many to get schools on board the travel plan process and cases more children are now travelling greater also enables the school to introduce sustainable distances to access their preferred educational measures such as cycle parking facilities, waiting establishment. The vocational curriculum also shelters for parents and bus turning circles. means that more children now need to travel to other educational establishments during school 21.41 In addition to developing new school travel time. plans School Travel Advisors provide ongoing support to help schools to implement, monitor and Targets review their travel plans using measures such as: 21.45 LTP Target required by Regional Spatial Walking buses Strategy: This target is for 100% of schools to have Park and Stride initiatives travel plans by 2011. This is a national target set Public transport improvements and promotion; by DfT and DfES and the grant funding is set to working with Local Authorities and Centro support the target in conjunction with the recently Car Sharing extended funding for the Local Authority School Promoting annual events such as Walk to Travel Advisors. School Week, Bike Week, TravelWise Week Cycle Training 21.46 Mandatory LTP Target: The following target Safer Routes to School Schemes may be adopted in 2007/8 when monitoring issues have been resolved: No reduction in the ratio 21.42 Centro’s involvement in School Travel Plans between the total number of pupils and the total includes the following supporting activities: number of car journeys to school between baseline and 2010/11. Bus behaviour issues Provision of public transport information General Public Journey planning 21.47 The general public have been targeted Educational workshops including how to read through the West Midlands Regional campaign of a bus / rail timetable TravelWise Week, held in the autumn each year. Supporting walking, cycling and car sharing The week promotes the different modes available for all types of journeys; journeys to work, to school Current Policies and leisure journeys.

21.43 School travel plans are now linked to many different initiatives including the following:

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housing layouts with fewer vehicle movements and Evidence parking areas and improved access by the wider community to residential developments by For 2005, TravelWise week was extended and sustainable modes of transport. covered ongoing activities and promotions throughout the year for example: 21.53 The aim will be to work with developers and to assist with the implementation of a wide range Exhibitions at shows throughout the of services for example: region Regional competitions Provision of travel welcome packs ‘Wedded to the Car’ bus back campaign Discounted use of public transport ‘In Town Without My Car Day' promotion Discounted cycles and cycle equipment Discounted use of car club Cycling / walking maps Public transport information 21.48 The aim of the these events is to raise Personal travel advice awareness and promote the use of sustainable Information about access to other services travel for all journeys and to link into the Department and facilities for Transport Smarter Choices campaign which Cycle training aims to ‘balance the need to travel with the aim of Community travel web site improving quality of life’. Community travel notice-board Community TravelWise Community travel events Bicycle user group / buddy scheme 21.49 The region is currently looking for funding to take forward the Community TravelWise project. 21.54 The benefits to developers and new residents The scheme will be launched in the West Midlands are apparent. Future residents are likely to be and then rolled out to the rest of the country for attracted by sites which offer a wide range of adaptation to suit local circumstances. transport benefits and an environment where the intrusion of cars and traffic is minimised. 21.50 The aim of Community TravelWise would be to take the TravelWise Smarter Choices approach Communications into places of worship, community groups, leisure facilities and community centres. This would 21.55 We will continue to highlight where schemes facilitate enhanced community involvement and and improvements have been delivered to time and ownership of transport issues on a local level. It to budget, and to clearly communicate the case for could also encourage their users to incorporate the improvements and LTP investment. Part of the TravelWise concept into their everyday lives on Smarter Choices communications work is to ensure their journeys to work and/or the 'school run'. that transport is also set in the correct context as a means to an end in terms of providing the right 21.51 Community TravelWise could also assist in conditions for economic growth, greater social overcoming issues of social inclusion and potentially inclusion and an improved environment. It is act as a useful tool for the implementation of especially important that ‘Hearts and Minds’ Accessibility Planning. communication uses a wide range of appropriate techniques and pathways for messages including Developers specialist BME radio and TV channels as well as publications and other means such as targeted Residential Travel Planning posters, flyers and ‘product placement.‘Hearts and minds’ communications need to include other 21.52 A residential travel plan is an important tool messages about good environmental practice for delivering accessible communities. The aims (defensive driving) and better road safety practice are to reduce the need for car use with added (lower speeds, responsible pedestrian behaviour, benefits in terms of reduced traffic, congestion, air cycling with lights, etc) pollution and accidents. It achieves this by improving accessibility to local facilities through 21.56 As part of the overall Smarter Choices improving travel choices such as public transport strategy, communications on improvements and services. It also increases scope for child-friendly investment in all modes will be continued including

156 LTP 2006 - Appendices Smarter Choices

cycling, walking, highway improvements and maintenance, urban traffic control, and major Evidence schemes. Evidence of this is provided by the planned work during 2006/7 to communicate and Continued.... promote the Network West Midlands roll out. Some 7,500 new bus stop poles will be installed with timetable information and new Evidence infrastructure to display information will also be installed at interchanges, from individual Roll out of Network West Midlands shelters through to large interchanges such as major stations and in city centres. This communications work will support the establishment of a common identifier for all This is a key first step in raising awareness of bus, rail and metro services across the West travel options, as improvements to facilities Midlands conurbation, supported by vastly and services are delivered over the LTP plan improved information to enable people to period. easily access public transport services. The communications plan will support the This initiative will present public transport launch of Network West Midlands generically services to the public as a cohesive network across the conurbation in 2006 and will also of services, and give people the information communicate improvements to information on they need to make informed travel choices on a route-by-route basis, as new infrastructure a daily basis. and information is installed. The roll out programme will commence in March 2006 with The Network West Midlands identifier will a target ending in December 2007. A full mix feature across the network, on signage, of media supported by public relations and mapping, publicity, public transport media activity will be employed to execute the information, at all interchanges including campaign. The establishment of a Network shelters, bus stops, at bus, rail and metro West Midlands directly underpins overall stations and on integrated ticketing. Operators patronage targets contained in this LTP and will feature the identifier on vehicles so that will retain current public transport users, get there is a clear visual link between services. occasional public transport users to use public The new Network West Midlands suite of transport for more of their journeys, and information will enable easy navigation encourage non users to trial public transport between modes and the district centres, and for some of their journeys. an overall Network West Midlands system map will raise awareness of the network that is Strategically, the work of TravelWise provides available for people. This information will be vital support and services to this umbrella displayed at 13,000 individual stops across campaign and improvement in information. the network, with relevant levels of information Other elements of LTP investment also being displayed at every point of a journey, support the initiative in information terms, from these individual stops, through to small, particularly investment in real time information, medium and large interchanges. electronic display boards, text information, the public transport Traveline, and web journey The main features being communicated are planning. The help to travel web sites also that there are comprehensive services provide important information for journey available, that they form a total network, and planning in an accessible format which that people can easily get the information they matches customer needs. Centro is also need to make journeys using public transport. further developing its web-based services Also clearly identified will be information for under the Network West Midlands Network interchange with cars – including park and ride brand. sites, and information needed to interchange between services on foot.

21.57 Other supporting communications work will continue to focus on promoting improvements to facilities and services, for example promoting Real

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Time Information as it is installed on bus routes, 21.61 In the longer term it recommends that a 'state highlighting investment in park and ride facilities, of the art' travel awareness programme is needed. raising awareness of refurbished interchanges, The framework outlined in the first part of this along with promotion of other initiatives that make section seeks to establish this. up the total travel experience, like safety and security improvements. 21.62 Further consultation happens with the companies and schools developing Travel Plans 21.58 Another feature of planned communications and TravelWise initiatives. There is staff will be to target specific ‘trigger groups’ which have consultation in the companies and consultation with a heightened potential to retain on, or convert to, parents, children and staff in the schools. This using public transport services. ensures that any planned projects or schemes are successful. This is because everyone affected has 21.59 Centro will also ensure its current been involved in their development. comprehensive tactical promotion of rail services, ticketing and supported services, concessionary Transport Innovation Fund travel and capital scheme improvements, supports and integrates with the Smarter Choices 21.63 This fund, established by the Department communications work being undertaken. for Transport, is intended to support innovative approaches to reducing congestion. The West Consultation Midlands Metropolitan Area is one of a number of areas that expressed an interest in seeking funding 21.60 Two studies have been completed across from this source. the Metropolitan Area. They are the West Midlands Area Multi Modal Study (WMAMMS) and the 21.64 A bid for funding has now been submitted. Coventry Area Network Study (CANS). The studies Specifically, the TIF bid proposes an in-depth reviewed the current transport provision in the two feasibility study, which will identify current and areas covered and, as part of the study, predicted levels of traffic congestion within the consultation took place with the public and conurbation, examine all practical forms of demand stakeholder organisations, such as public transport management and examine a comprehensive range providers. Both studies recognised the need to of options for tackling this. The study will include provide a reliable and viable alternative to the car, exploration of the potential for undertaking pilot by making the use of public transport, walking & project(s) in the West Midlands to examine the cycling more attractive to the general public. The longer-term option of flexible road pricing and to WMAMMS in particular focussed on the investigate complementary transport measures. development of the role of 'hearts and minds' in The feasibility study will combine technical work order to change travel behaviour and travel habits. with continued consensus building - we will be It is believed that current initiatives cost some proactive in engaging with politicians, stakeholders £1 million per annum over the whole Metropolitan and the public alike, at the appropriate time - within Area. WMAMMS recommended an integrated the conurbation. package with greater emphasis on: 21.65 Funding from this source could support and Standardised approach to TravelWise complement Smarter Choices activities. Co-ordinated multi-modal travel information Travel Plans across the West Midlands Metropolitan area Better walking & cycling provision School Travel Staggered working hours – including flexi time Teleworking – including working from home Home shopping Health & transport initiatives Car sharing & car-pooling schemes More comfortable public transport with a better image and branding

158 LTP 2006 - Appendices Disability Issues

Appendix 22 Disability Issues Local Transport Plan recognises and deals with the connections between transport, health, education, Present Situation safety and social well-being. In this way the transport strategy will contribute to an improvement 22.1 Equality of access for all people in the West in the quality of life for all West Midlands residents. Midlands, to life enhancing opportunities such as Access to a car jobs, homes, shopping, education, social and leisure facilities, is a key objective of all partner Councils. 22.3 Research carried out in 2001/02 by the The DfT state that, in England and Wales, people Disabled Persons Transport Advisory Committee with disabilities travel a third less often than the (DiPTAC) suggests that household access to a car general public. is much lower in households with a disabled person than in other households, despite disabled people's 22.2 The need to combat social exclusion is vital greater reliance on the car. 60 per cent of disabled and the West Midlands Authorities are actively people have no car available to the household, ensuring that the needs of people with disabilities compared with 27 per cent of the general public. are covered within our Social Inclusion Strategy (see Appendix 23 ‘Social Inclusion Strategy’). The

Figure 22.1 Household Car Access for the Disabled and General Public: 2001/02

Source: DIPTAC

Use of modes of transport 22.5 It also suggests that a slightly higher proportion of disabled people use taxis at least once 22.4 The DiPTAC research also suggests that only a month than the general public, but their use of 20 per cent of disabled people ever drive a car, local buses is about the same. 40 per cent of compared with 85 per cent of the general public. disabled people use taxis at least once a month, The proportion of disabled people ever travelling compared with 36 per cent of the general public. by public transport is slightly smaller than that for 43 per cent of disabled people use local buses at the general public. least monthly, about the same as the general public (41 per cent).

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Source: DIPTAC

22.8 Many positive improvements continue to be 22.6 The Department for Education and made. For example all but one district have Employment (DfEE) state that 20% of the adult achieved the 2003 LTP target 'to have at least 90% population (approximately 11.7 million people) meet of pedestrian crossings with facilities for disabled the Disability Discrimination Act (DDA) definition of people by 2011'. (The remaining authority is only disability (DA 1995 Access to Goods Services and 2% short). In the provision of accessible public Facilities Regulatory Impact Assessment 1999). transport: Compared with the West Midlands county adult population of approximately 2 million this equates Over 50% of the bus fleet is now low floor to a disabled adult population of approximately (over 1000 vehicles) leading to a core network 400,000. This number is likely to increase with an of fully accessible public transport ageing population. Centro surveys indicate that Three quarters of local rail stations allow 27% of the population use public transport on a unaided access to all platforms and local regular basis, which equates to 108,000 people trains are wheelchair accessible with disabilities being regular public transport users. Midland Metro Line One was designed to be a fully accessible system and has unlocked 22.7 The physical layout of streets, lack of suitable barriers to movement for the population it parking, limited availability of accessible serves. Future routes will be fully accessible door-to-door transport; illegal parking on footpaths, too fear of crime etc can all conspire to inhibit the Ring and Ride, the largest provider of accessibility of disabled people to everyday door-to-door accessible public transport in the activities, and so contribute to social exclusion. country at over 1,800,000 trips per year, has We are striving to achieve the standards set out in dedicated passenger shelters at key locations the DfT best practice guide on access to pedestrian Community Transport schemes continue to and transport infrastructure 'Inclusive Mobility' to seek new opportunities to serve local address these issues. These include standards for communities with the support of Centro, City footways, bus stops; taxi ranks; access to and within and Borough Councils transport related buildings; transport building facilities; signage and information; lighting; etc.' 22.9 Consultation and subsequent minor works programmes continue to change the urban environment. Improvements to steps, dropped

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kerbs, crossings and signs all improve travelling public transport provision including 'Ring and conditions for disabled people. Attention to detail Ride' and 'Taxibus' services will assist continues to be critical with these issues. disabled people without access to a car on longer journeys. Current Policies Sustainable Travel Patterns – The disability issues strategy will have a limited impact on 22.10 Policy developments at both national and reducing the number and length of car local levels have provided a framework for future journeys development of accessible public transport. The Safety and Health – A programme of WMPTA Policy Statement 2004 for example, measures to improve personal security will provides details of local policies relating to improve actual and perceived safety, accessible design and services. National DDA particularly for pedestrians, wheelchair users, accessibility regulations for new buses, trains, and people using or considering using, public trams, and coaches provide detailed design and transport specifications to enable easier access to vehicles Integration – Network West Midlands for disabled people. Regulations also require bus integrates Bus Showcase, Midland Metro, rail crews on DDA standard buses to provide and park and ride facilities as a strategic appropriate assistance to disabled people. Part III public transport network. Defining a strategic of the DDA requires service providers to enable public transport network of interchanges and access to their services, or provide the service in links, including 'blue badge' parking, informs an alternative way to meet the needs of disabled development location policies which benefits people. The DDA 2005 provides a further step disabled people without access to a car towards civil rights for disabled people, with provision for extending the rail accessibility 22.13 This strategy should be read alongside regulations to refurbishment of existing trains, and Appendix 23 ‘Social Inclusion Strategy’ and setting an end date of 2020 by which all trains have Appendix 25 ‘Health ’. to be accessible. A new Code of Practice is being produced by the Disability Rights Commission on Consultation behalf of Government to advise Transport Operators of their new duties relating to the use of vehicles 22.14 Regular liaison with access groups at a by people with disabilities. district level ensures the ongoing commitment to access issues. All authorities now have an access 22.11 The need to address problems of achieving / disability consultation group. Many disability the ‘whole journey’ philosophy has ensured groups were consulted during the process of accessibility, social inclusion and integration are drawing up the 2003 LTP. This feedback was also included as main objectives of the strategy. enhanced by consultation at a district level. Development of the LTP has involved people with Consultation with disabled people has raised experience of disability awareness training, and awareness, which has, in turn, influenced policy. staff in all Authorities have diversity and etiquette training. 22.15 The WMPTA / Centro 20 Year Public Transport Strategy consultation included focus 22.12 How policies for disabled people help the group research. The disability issues focus group West Midlands achieve its objectives for transport identified the following priorities for investment and are set out below: improvement: accessible design, personal security, affordability, reliability, and frequency. Following a Economic Revitalisation – Unlocking WMPTA Best Value Review of consultation, Centro barriers to access jobs and training will has now produced a new Consultation Strategy. increase the ability of disabled people to enter the labour market. Unlocking travel barriers 22.16 Centro will continue to represent Passenger will also increase the number of trips by car Transport Executive Group on Bus, Coach and Rail and public transport to centres, so increasing Working Groups administered by the Disabled their vitality in line with LTP targets Person’s Transport Advisory Committee (DPTAC). Social Inclusion and Accessibility – A more DPTAC makes recommendations to Government accessible transport system for all modes, and consults on issues and policies that relate to including walking and wheel chair use, will disabled people’s use of public transport systems. increase travel options and improve access to local facilities. More effective accessible

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Strategy Evidence 22.17 We will continue to strive to achieve the standards set out in the DfT best practice guide on The WMPTA / Centro 20-Year Public access to pedestrian and transport infrastructure Transport Strategy provides a clear 'Inclusive Mobility'. Policies in this LTP reflect these commitment to meeting the needs of disabled and support those in Unitary Development Plans people. The Strategy outlines the current in order to secure a 'whole journey' philosophy for situation, what needs to be done, and how it the mobility of disabled people. This has allowed is hoped to deliver better transport for all, in robust partnerships to be formed with developers, partnership and focusing on customer needs. bus operators and local Community Transport The strategy sets out the necessary long-term organisations to improve accessibility, using perspective on improving the public transport sympathetic land use and integration strategies. system throughout the West Midlands. It has The new bus station at Wednesbury for example, been developed after consultation and has been designed to high standards of discussion with the community and partners. accessibility, with innovative solutions such as an induction loop facility throughout the whole bus Standards have been defined which include station, and a tactile and Braille signage system. specific targets for the requirements of disabled people in key theme areas of parking, 22.18 A programme of works is progressing that accessible design, access to the public includes the provision of facilities for disabled transport network, customer care, reliability, people to 'Inclusive Mobility' standards. All integration, frequency, attractiveness, comfort, schemes undergo an access audit to ensure that information and responsiveness. any potential obstacles are designed out and accessible facilities are provided. The scheme Bus programme also reflects the ‘whole journey’ approach required to make travelling and access Bus Showcase routes will continue to be to transport easier for disabled people, as follows: developed which incorporate enhanced facilities for people with disabilities. These are Use of minor works programme to provide low floor accessible buses, drivers trained in pedestrian crossings with facilities for disabled disability awareness, accessible shelters with people. Six of the seven local authorities improved seating, lighting, and real time already provide such facilities at 90% of passenger information in visual and audio pedestrian crossings in their area formats, tactile paving and easy access bus Use of minor works programme to provide docking kerbs. Enhancements to the more dropped kerbs with tactile paving conventional bus network will assist access Development of more Shopmobility schemes for a significant number of disabled people in will assist accessibility in town centres and the West Midlands. However, it is recognised shopping areas that there will continue to be a critical role for ‘Design out crime’ by careful layout and door to door accessible transport for people improved lighting unable to walk the distances involved to reach Information in alternative formats to publicise the bus network. services and facilities Operators will be encouraged by Centro to Provision of parking spaces, on and off street, offer high quality accessible buses meeting for people with disabilities including priority Low Floor DPTAC or DDA regulated design spaces. guidelines through the tender process for Management of the 'Blue Badge' scheme subsidised bus services where possible. Centro will discuss with operators the provision 22.19 The overall effect of schemes such as the of disability awareness training already Network Safety and Security Centre will be to create provided by operators to their drivers to ensure a safer environment for all travellers thus that it meets the needs of all passengers. encouraging increased public transport use because of reduced fear of crime. This applies to all users, including disabled people.

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Rail Accessible Door-to-Door Transport

New and refurbished rail stations across the Services catering for people requiring an local network will be designed in accordance accessible door-to-door transport service, such with the Strategic Rail Authority (SRA) Code as Ring and Ride, will continue to be provided of Practice 'Train and Station Services for across the urban West Midlands area. There Disabled Passengers'. Centro and are over 40,000 registered users of Ring and Birmingham will work with Network Rail and Ride. The accessible Taxibus service in the other partners to promote improvement to area known as the 'Meriden Gap' between facilities at Birmingham New Street Station. Solihull and Coventry is now established (carrying over 1000 trips a week) in serving A programme of schemes needed to make rural communities. Door-to-door transport is the remaining 25% of local rail stations also provided by Community Transport, Social accessible to the platform has been identified Services and Non-Emergency Ambulance for integration in future DfT funding services. programmes. Centro will continue to work with the DfT to encourage implementation of Centro and local authorities will continue to access schemes as a matter of priority. explore opportunities for joint working and co-ordination in order to provide improved Centro’s Rail Franchise discussions in levels of service quality and increased journey conjunction with the DfT will make particular opportunities for people requiring door-to-door reference to access to the local rail network transport. Consultation with local groups, and the requirements of disabled people. representative organisations and users will play a key role in the recommendations for Central Trains’ Disabled Persons Protection action. Policy details the policies and responsibilities to disabled passengers travelling on the local The installation of passenger shelters, dropped rail network. kerbs and roadway markings for Ring and Ride passengers at key locations across the Midland Metro West Midlands is complete. They provide better access for Ring and Ride passengers Midland Metro Line 1, operating between to shopping and leisure facilities. Birmingham and Wolverhampton, is designed to be fully accessible. Features such as level Taxis/Private Hire Vehicles entry access between platform edge and vehicle entrance, colour contrasting handrails, The role of taxis and private hire vehicles are wheelchair bays and priority seats, audio and recognised as part of an integrated transport visual information and tactile surfaces have system and especially as important modes of all been incorporated. transport for disabled people. These are discussed in detail in Appendix 12 ‘Taxis and Future extensions of the Midland Metro Private Hire Vehicles’ network, through Birmingham City Centre to Five Ways and from Wednesbury to Brierley Infrastructure Hill, will also be designed to meet DDA accessibility requirements and best practice New bus stations are designed in accordance in inclusive design. with best practice in accessible design. Access audits at all bus stations have been undertaken in order to bring facilities in line with Part 3 of the DDA and a programme of works is being implemented by Centro to increase levels of accessibility to all bus stations in the West Midlands.

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In local District Centres, authorities will seek In Walsall, a close working relationship exists to develop and provide quality accessible bus between the Walsall Disability Forum and shelters, improve security through adequate Walsall MBC Transportation. Transport lighting and CCTV schemes, and provision of workshops were jointly facilitated at two enhanced pedestrian facilities such as Disability Awareness days. The Disability dropped kerbs tactile paving and crossings. Forum members have also liaised with the PTE in designing "user friendly" Cento In co-operation with other Passenger Disabled Bus Passes application forms for the Transport Executives, Transport for London, West Midlands. Institute of Highways and Transportation and other partners, the Department for Transport Park and Ride has published 'Inclusive Mobility - A Guide to Best Practice on Access to Pedestrian and Bus, rail, and Metro Park & Ride schemes will Transport Infrastructure', which has recently continue to be developed to include been updated to keep up with current best conveniently located, dedicated spaces for practice in accessible design. Blue Badge permit holders, to enable easier interchange. For example, Park and Ride Information and Ticketing schemes in North and South Coventry feature disabled Blue Badge parking bays, and the Centro administers the Disabled Permit buses used on the services are low floor scheme, which enables free travel for eligible accessible vehicles. A programme of works disabled people on bus, rail and Metro to bring rail and Metro car parking facilities services in the West Midlands in accordance into line with the SRA Code of Practice 'Train with the conditions of the scheme. Additional and Station Services for Disabled Passengers' discounted add-on tickets for travel at peak is being implemented, which includes times are available for purchase. increasing the number of Blue Badge spaces Recommendations for further improvements where required and ensuring dropped kerbs to the scheme, following consultation with and tactile surfaces are provided. The scheme disabled users and non-users. should be completed by 2005/06. The Senior Citizens Pass is available to eligible West Midlands residents aged 60 and over enabling free travel on local bus, rail and Private Cars and Parking Provision Metro services in accordance the conditions of the scheme. There are 405,000 holders of 22.20 The essential role of the car in fulfilling the the Senior Citizens Pass in the West Midlands. transport needs of some disabled people is fully recognised by the LTP strategy. We are committed Other information for people with disabilities to the maintenance and further provision of disabled and other mobility difficulties is available. (Blue Badge) parking spaces next to pedestrian Facilities such as Traveline, the Public areas and town centres, and to work with retailers Transport Information Telephone Service, and developers to incorporate such parking spaces Centro’s Travel Information Shops, the in plans for new facilities including Red Route ongoing implementation of the Bus Passenger design. Birmingham CC has used prudential Information Strategic Plan and publications borrowing to expand quality parking facilities such as the 'Getting Around' access guide will including those for customers with disabilities. In enable disabled people to utilise public the public sector car parks they are given priority transport more effectively. Real time free spaces. information systems on Showcase routes and at bus stations and other key locations will Targets provide accessible visual and audio information that is accessible to disabled 22.21 There is no specific target in the 2005 LTP people. A programme of works to install relating directly to the provision of facilities for Braille and tactile signage and bus service disabled people. The target in the 2003 LTP ' each information at all Centro Bus Stations will be district to have at least 90% of pedestrian crossings completed by the end of 2005/06. with facilities for disabled people by 2011' is well on the way to being achieved with six of seven

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authorities already complying. The remaining authority is only 2% short.

22.22 The 2005 LTP contains a number of targets relating to accessibility which relate equally to physically able and disabled people.

22.23 The Centro 20-Year Public Transport Strategy also gives a series of target standards for accessible design, network access, and the need to identify a target number of journeys disabled people can make by accessible transport.

Projects And Programmes

22.24 Initiatives and actions have been set out above. All schemes undergo an access audit to ensure that any potential obstacles are designed out and progress to accessible facilities to 'Inclusive Mobility' standards. Each authority has an ongoing programme of minor works that address these issues directly or in the development of accessibility strategies, working with the relevant authorities e.g. NHS, voluntary groups, etc and in the assessment of and consultation on individual proposals.

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166 LTP 2006 - Appendices Social Inclusion Strategy

Appendix 23 Social Inclusion Planning, which was conceived by the Social Exclusion Unit report 'Making the Connections'. Strategy The report set out the relationship between transport, accessibility and social exclusion and Introduction presented a cross-Government strategy for improving access to jobs and key services. The 23.1 Social Exclusion has been described by the West Midlands approach to Accessibility Planning Social Exclusion Unit as: is detailed in the Accessibility Strategy, an annex to the main LTP document. '…what can happen when people or areas suffer from a combination of Present Situation linked problems such as unemployment, poor skills, poor 23.3 Most social exclusion occurs in deprived housing, high crime environments, bad areas. In the 2000 national 'Index of Multiple health and family breakdown'. Deprivation' (IMD) the West Midlands has ten wards in the top 200 most deprived wards in the country: 23.2 One main response to combating social exclusion has been the notion of Accessibility

Table 23.1 Top Ten most Deprived Wards in the West Midlands

National Rank Ward District IMD 1 27N Aston Birmingham 75.96 2 33 Sparkbrook Birmingham 75.15 3 92 Soho and Victoria Sandwell 69.41 4 93 Blakenall Walsall 69.33 5 111 Low Hill Wolverhampton 68.13 6 114 Small Heath Birmingham 67.95 7 146 Nechells Birmingham 66.00 8 159 Soho Birmingham 65.32 9 182 Foleshill Coventry 64.40 10 186 Washwood Heath Birmingham 64.11

Current Policies Source: Adapted from IMD, Year 2000, ODPM 23.6 At a national level the Social Exclusion Unit 23.4 The metropolitan area is therefore relatively has carried out a study examining the links between deprived when compared with most of the rest of transport and social exclusion, which is reported in the country. Household car ownership is a Making The Connections. The final report contains particularly relevant indicator when discussing a detailed analysis of the problems of people trying deprivation and transport. Over 33% of local to reach work, education, health services, fresh households (2001 figures) have no access to a car. food and leisure services and the associated social Public transport is the main mode of transport for costs. It also puts forward an approach to around 40% of local people. combating these problems – accessibility planning.

23.5 There are approximately 300,000 disabled 23.7 The DfT, together with other government people in the West Midlands, of which it is estimated departments, have issued guidance on accessibility that 150,000 rely on public transport provision, be planning. Accessibility Planning is about ensuring it conventional services or accessible door-to-door that policy development and service delivery can transport. More details of transport issues specific be improved to better meet the needs of the local to disabled people are to be found in Appendix 22 ‘Disability Issues’.

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community by being more evidence-led and Wolverhampton, commissioned by Wolverhampton addressed through improved partnership working. CC and which highlighted the following key issues:

23.8 Areas of social exclusion and deprivation often Low access by certain ethnic groups, also require physical regeneration. Regional particularly Pakistanis and Bangladeshis, due Planning Guidance for the West Midlands to issues of language, literacy and culture and encourages local authorities, Advantage West the fact that the existing public transport Midlands (AWM) and local economic partnerships system presently makes relatively few to work together towards Urban Renaissance concessions to these differences within the through the delivery of regeneration and renewal population programmes. These include: Low access by people with disabilities. This is due to a wide range of factors, which AWM Regeneration Zones broadly fall into three categories: Objective 2 European Social Fund Local Strategic Partnerships Shortcomings in the promotion of New Deal for Community Areas information and awareness of the Sure Start Programmes system Connexions Shortcomings in the transport Health Action Zones infrastructure (not enough kneeling buses, not enough raised kerbs etc) 23.9 A great part of the work currently being Operational shortcomings where the developed by these initiatives is primarily orientated infrastructure exists but it does not at tackling the underlying causes of poverty and appear to be being deployed as social exclusion in the most deprived areas in the effectively as it might be (ie, uncertainty West Midlands. In delivering the Social Inclusion about whether or when a kneeling bus Strategy, we will continue to work in partnership will arrive, buses cannot pull in at the with all agencies involved in the above programmes. kerb because of parked cars, drivers not using wheelchair ramps, jerky or jolting Consultation ride etc are all deterrents to using buses)

23.10 LTP consultation in 2003 involved A range of miscellaneous issues - these Metropolitan Area wide and district consultation, include safety around city centre bus stops at plus consultation with specialist groups, often with night, parents with toddlers struggling with household questionnaire leaflets (see Consultation buses, and general concerns about reliability Appendix for details). and frequency of bus services

23.11 One of the main objectives of the Social 23.14 On an ongoing basis, and as proof of its Inclusion Strategy is to ensure that wider long-term commitment in addressing social inclusion consultation takes place with the local communities, issues, Centro, with support from local transport to better understand and identify the transport authorities and other agencies, is continuing to needs of disadvantaged groups and individuals. develop the work of the Social Inclusion Steering Group. Through this group effective links are being 23.12 Through the Social Inclusion revenue fund established with Local Strategic Partnerships, Sure available for the facilitation of projects aiming at Start Programmes, Primary Care Trusts, Health tackling social exclusion, Centro has enabled the Action Zones, New Deal for Communities areas, following consultation programmes (further and Regeneration Zones etc. information on these can be sent to you if required): 23.15 In July 2004, in response to the 'Making The The 'Inclusion through Consultation project' Connections' report, Centro established two forums 'Transport for All project' in Solihull on ‘Transport and Access to Health’ and ‘Transport and Access to Employment / Training’. These have 23.13 Other major consultation projects which have developed into networking events and partnerships contributed to a better understanding of the travel that seek to develop / integrate policies, and barriers of those excluded from accessing key implement management or practical project services includes research to identify the level and solutions to improve access for identified groups to extent of unmet Accessible Transport need in health, employment and training requirements.

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23.16 Reference is drawn from key policy promotional activity are important measures to documents such as the Health Development overcome existing language and communication Agency’s report ‘Improving Patients Access to barriers and raise awareness of public transport Health Services - A National Review’, the services and concessions. It is recognised that Department of Health’s report, ‘Tackling Health added value can be brought to consultations when Inequalities - A programme for Action’, and the working with already established local community latest SEU report on ‘Jobs and Enterprise in networks. Examples of consultations already taken Deprived Areas’. using this approach can be seen in the work carried out in partnership with East Birmingham / North 23.17 The partnerships aim to share Best Practice Solihull Regeneration Zone (AWM), and the Local in terms of consultation and Policy Integration, e.g. Education Authority (Pupil Referral Units) and on the LTP Accessibility Planning consultation Greets Green New Deal for Communities, both in process or in commenting on the policies of external Sandwell. health organisations. By building on best practice, partnerships are actively seeking project(s) to 23.20 The WorkWise initiative provides improve access opportunities. These could be unemployed people at Sparkhill, Chelmsley Wood potentially match funded from Centro’s ‘Social and Walsall Job Centres with personalised journey Inclusion’ revenue budget. information and free public transport tickets to attend interviews, plus two months of free travel 23.18 The partnerships are also actively engaged passes if starting work. Since the launch of the in the accessibility planning process, including scheme in May 2003 the WorkWise officers have development work on local accessibility indicators, helped over 1500 people gain access to interviews raising the awareness of accessibility planning and a thousand unemployed people to begin within partnership organisations and involvement employment. Client satisfaction with the service is in local pilot studies. very high and over 80% of users say they would not have been able to attend their interview or take 23.19 In order to ensure better understanding of up an employment offer without assistance from the travel needs of people from ethnic community WorkWise. The kind of barriers faced are shown and minority groups Centro has created an Ethnic below: Community Liaison Officer post. Outreach and

Figure 23.1 Perceived barriers to employment in Chelmsley Wood

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23.21 Transport research through a Community To continue supporting the facilitation of Links project, involving a partnership of Centro, projects aiming at addressing social exclusion Sandwell Health Action Zone, West Midlands through the identification and allocation of Special Needs Transport Ltd, Sandwell MBC and funding resources such as Centro’s Social Greets Green New Deal for Communities has Inclusion Revenue Fund revealed that the key to social exclusion is not To continue supporting the sustainability of having access to a car. Elderly white people were the WorkWise project in the West Midlands the most excluded and ethnic minorities had more To recognise and support the role of the reliance on somebody who owned a car. A voluntary sector, and in particular of follow-on survey showed that there is a shortage Community Transport, in tackling social of accessible taxis in Sandwell. As a result a exclusion by enabling the necessary wheelchair accessible taxi service with fully supporting mechanisms through the LTP and accessible vehicles is being developed to assist the West Midlands Bus Strategy people with mobility difficulties to reach To ensure that accessibility and accessible employment, training and higher education transport issues are embedded in the review opportunities. A car-sharing database is being and delivery of the LTP as well as in other developed in all the Metropolitan authorities that non-transport related delivery programmes will assist, particularly with regular journeys. and policies To ensure transport policies and future 23.22 The role of Community Transport in development and delivery programmes delivering a social inclusion agenda for the comply with and address equality and diversity Metropolitan Area is recognised. A Community issues Transport strategy, as part of the Bus Strategy, has To develop a Social Inclusion Newsletter that been developed that will equip the sector with the will inform transport authorities and other required capacity to provide further improved partners, including commercial operators, of services. any projects, policies, funding sources or Strategy reports related to social inclusion To develop an understanding of the social 23.23 By developing the Social Inclusion Strategy, issues affecting the targeted areas by we will be contributing to a holistic approach to engaging with local partnerships and their combating social exclusion and multiple established focus groups. Particular attention deprivation. In order to address social inclusion, will be given to those needs already identified we will be aiming to remove those barriers making in existing local policies such as Community it difficult or impossible for people to participate fully Strategies, Neighbourhood Renewal in society. These include: Programmes, Regeneration Zone Implementation Plans and New Deal for Access to work, learning, health care, food Communities delivery plans shops and other key destinations particularly for those experiencing or at risk of 23.25 Close working with the West Midlands experiencing social exclusion, including Regional Assembly will aid progress on these people with disabilities actions, particularly through the Regional Social Crime and fear of crime when getting to, using Inclusion Officers Group. or leaving transport facilities 23.26 The bus strategy is a key contributor in The cost barriers to access improving social inclusion. A continuing programme Communication or language barriers of investment in infrastructure, particularly in services supporting local networks, together with 23.24 The following actions are proposed for traffic management / bus priority schemes, Red 2005-2010: Routes and provision of Ring and Ride and other To continue supporting the work of Centro’s non-conventional transport initiatives will be Social Inclusion Steering Group and of the implemented. partnerships developed from it. This will 23.27 In order to address affordability issues, the involve the development of an action plan with strategy will commit to support ongoing revenue effective monitoring processes in place measures allowing cost barriers to be removed for public transport use. This includes free New Deal

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For Unemployed travel, concessions for disabled Community Transport Prison Visiting people, scholars and children. Free travel for Service - Began for people living in the West people aged 60 and over, and for disabled people Midlands visiting relatives detained in Ashwell was introduced across the Metropolitan Area from and Stoken prisons in Leicestershire, and now 24 July 2005. extended to other prisons across the region. The Prison Service has helped to provide 23.28 Social exclusion is hard to monitor because training for drivers operating the service people who are most severely excluded are often Transport for Educational Inclusion in overlooked in social research exercises because Sandwell - An accessible transport service of difficulties with language or literacy, or because to the Pupil Referral Units in Sandwell for of their perception that participation will not help to people whose needs are not met by overcome exclusion. Efforts to overcome these conventional taxis and buses. It also includes barriers include: transport to hospitals and medical centres where required. The scheme helps improve Focus groups with targeted groups (black and pupil attendance by addressing concerns minority ethnic, women, disabled people, older about safety and fear of harassment, people) have been undertaken to supplement especially for pupils with mobility problems, wider market research for transport policy behavioural difficulties and babies. developments such as WMAMMS and the Citywide Project in Wolverhampton 20-Year Public Transport Strategy Focus groups have been convened to assess 23.31 All these projects emphasize the importance the take up of Ring and Ride services by of consulting with local communities using a minority ethnic groups, for example in Greets bottom-up approach. In addition the Swiftlink Green in Sandwell, six specialist interviewers project, provided by Coventry Community Transport, who had the necessary language skills has Local Strategic Partnership support. conducted one-to-one interviews with people in black and minority ethnic groups

Projects and Programmes

23.29 In terms of accessibility planning the West Midlands authorities are working to help close the 'accessibility gaps' identified in the Strategic Accessibility Analysis (see Accessibility Strategy statement in the main LTP document) and also to continue developing solutions to locally identified problems. Work will also continue to establish relationships with outside partners with a view to broadening involvement in accessibility planning for the benefit of all, but especially the most disadvantaged groups in society.

23.30 Ongoing projects developed through Centro’s Social Inclusion Team include WorkWise (see above). Projects developed through the Urban Bus Challenge Fund, and being delivered by Community Transport schemes, include:

Safer Children and Women’s Transport Scheme - Community Transport in Dudley runs the Safer Children and Women’s Transport Scheme to help overcome safety concerns in using conventional public transport in Dudley. Partners include Centro, Community Transport, Dudley MBC Social Services, and the National Children’s Home

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172 LTP 2006 - Appendices Community Strategy

Appendix 24 Community Strategy 24.5 LSPs are key to tackling deep seated, multi-faceted problems, requiring a range of Role of Community Strategies responses from different bodies. Local partners working through a LSP are expected to identify 24.1 Under the provisions of part 1 of the Local priorities for their local area. Improved working at Government Act 2000, Principal Local Authorities a local level will help ensure that services are are obliged to prepare Community Strategies. The delivered more in accordance with the needs of the purpose of such strategies is to enhance the quality local community. of life of local communities and contribute to the 24.6 Although dictated by local priorities, achievement of sustainable development in the UK Community Strategies embrace the common through action to improve the economic, social and themes of sustainable development to enhance the environmental well-being of the area and its overall quality of life in local communities whilst inhabitants'. ensuring that future generations have the 24.2 If this aim is to be realised, a community wherewithal to meet their own needs. strategy should meet the following four objectives: 24.7 Transport is undoubtedly one of the most Allow local communities (based upon cross cutting areas of public policy. It is not a geography and/or interest) to articulate their means to an end in itself but underpins and aspirations, needs and priorities supports other activities such as travelling to work, Co-ordinate the actions of the council, and of for health care, leisure or shopping. the public, private, voluntary and community 24.8 Transport policy is clearly a key delivery agent organisations that operate locally for the sustainable development agenda and is Focus and shape existing and future activity related to all three of its strands. For example: of those organisations so that they effectively meet community needs and aspirations Economic Implications - The economic cost Contribute to the achievement of sustainable of road congestion is damaging the West development both locally and more widely, Midlands economy and this will be tackled in with local goals and priorities relating, where the LTP through investment in public appropriate, to regional, national and even transport, cycling and walking and by making global aims better use of existing road space. The present Government has also identified the link 24.3 A community strategy must have four key between economic performance and quality components: of life, particularly for disadvantaged groups and communities who may suffer from high A long-term vision for the area focusing on levels of unemployment and deprivation. The the outcomes that are to be achieved LTP will respond to these needs by helping An action plan identifying shorter-term to ensure that those communities that are priorities and activities that will contribute to relatively disadvantages have improved the achievement of long-term outcomes access to jobs. Much of the Accessibility A shared commitment to implement the action Planning work that has been done to date plan and proposals for doing so focuses on the Regeneration Zones which Arrangements for monitoring the have been identified by Advantage West implementation of the action plan, for Midlands (The Regional Development periodically reviewing the community strategy, Agency), which has earmarked these as the and for reporting progress to local focus for economic and employment growth communities Environmental Implications - Transport has a major impact the quality of the environment 24.4 In most instances the identification of priorities and links directly to the quality of life. The and objectives for Community Strategies are drawn LTP will assist in improving the environment up by Local Strategic Partnerships (LSPs). These by promoting high quality public transport, are single, non-statutory multi-agency bodies, which cycling and walking infrastructure to promote seek to bring together the different parts of the a modal shift away from cars to more public, private, community and voluntary sectors. environmentally friendly and sustainable forms of transport and introduce measures to mitigate the adverse effects of traffic. Making

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better use of existing infrastructure, 24.12 As part of the preparation of the 2005 particularly the highway network, will help to submission, we have met regularly with LSP reduce congestion with resultant benefits in groupings to ensure that their aspirations continue air quality to be reflected in the revised document. Key Social Implications - Improvements in public themes include improving public transport, reducing transport funded by the LTP will contribute to the environmental impact of traffic and reducing tackling social exclusion. Improving congestion. These themes are at the heart of the accessibility to jobs, high quality health 2006 LTP submission. other concerns are reflected services, leisure, shopping and community in other appendices e.g. the Community Safety, facilities, particularly for people who do not Safer Routes to School etc. In the light of their have access to a car, is an essential part of priorities, we will be seeking to engage LSPs further achieving this. Encouraging other forms of particularly in terms of Accessibility Planning and sustainable transport, such as walking and the Strategic Environmental Assessment of the cycling, can also have health related benefits LTP. through increased exercise and reduced pollution. More localised proposals, such as 24.13 Key examples of where Community more and better crossing facilities, linked up Strategies and the LTP interact are indicated in walking and cycling routes and improved Table 24.1 ‘Interaction between Community safety measures will also benefit Strategies and the Local Transport Plan’ disadvantaged communities.

Current Situation

24.9 Within the West Midlands, all seven districts have produced a community strategy / plan and a number are currently under review. In terms of content, there are a number of common themes which include:

Creating and retaining a quality employment Reducing health disparities Increasing education standards and promoting lifelong learning Reducing levels and fear of crime Improving access to public transport Creating clean, safe and healthy environments to live and work The achievement of social inclusion

24.10 Social Inclusion is one of the most consistent themes identified in Community Strategies and as such this has been taken on board in the LTP’s Social Inclusion Strategy. This will also be taken forward in the ongoing Accessibility Planning work and will help inform the allocation of financial resources to ensure that the needs of disadvantaged communities identified throughout the West Midlands are met.

24.11 As part of the implementation of the 2003 LTP a number of initiatives have been progressed which have emanated from the Community Strategies and through discussions with LSPs or which reflect the aspirations in the strategies.

174 LTP 2006 - Appendices Table 24.1 Interaction between Community Strategies and the Local Transport Plan

Birmingham Promote access to job opportunities Sparkhill WorkWise scheme implemented Develop integrated, high quality transport Numerous proposals to improve bus infrastructure, selective highway capacity infrastructure increases at constrained locations, Red Routes and Urban Traffic Control and Increased local rail capacity and at New other Major Schemes to make better use of existing infrastructure Street Station Northfield Regeneration scheme on site with imminent start on Selly Oak Access Road that will secure environmental and regeneration benefits Development of Rail Showcase schemes and Major Scheme bid to increase passenger capacity at New Street Station

Coventry Increase the frequency and availability of Quality Bus Network Major Scheme on site and Coventry Rapid Transport bus services proposal being developed Focused accessibility improvements in Implementation of ‘Swiftlink’ Community Transport project Priority Neighbourhoods

Dudley Promote regeneration of Castlegate and Proposals to link Midland Metro to Dudley and Brierley Hill well advanced wider Central Employment Zone Brierley Hill Access Network Major Scheme on the verge of full approval

Sandwell Extending Midland Metro and integrated Midland Metro extension to Brierley Hill via Wednesbury well advanced bus services Owen Street level crossing and All Saints / Expressway Junction improvements Maintaining high quality road and rail links to ease congestion and improve accessibility to wider networks

Solihull Improve accessibility to work, education and East Birmingham / North Solihull Quality Bus Network Major Scheme bid other key services being progressed Community Strategy Minimise congestion and improve First Red Route implemented on A34 Stratford Road became fully operational

LTP 2006- Appendices accessibility for businesses in September 2003

Walsall Improve access to key services and Accessibility Planning is being progressed through the LSP activities such as health, education and Provisionally approved Town Centre Public Transport and Darlaston Strategic leisure Development Area Major Scheme proposals to reduce congestion and improve Upgrade transport infrastructure to improve access to development opportunities economic well being Brownhills Transport Package Major Scheme submitted 175 176 Community Strategy LTP 2006-Appendices Wolverhampton Raise priority of public transport and Metro extension being promoted through the LTP Midland Metro Major Scheme submission in pipeline to develop access into i54 Wobaston Improve access to key development sites Road regionally significant employment site Develop a new public transport interchange City Centre Interchange project currently on site - Major Scheme bid submitted for Railway Station improvements Health

Appendix 25 Health How Transport Policy Affects Health

Introduction Accidents

25.4 Road accidents have huge financial 25.1 This section explores the relationship between transport and health. Transport policy can have far implications for the National Health Service (NHS). reaching effects on the health, economy, Many injuries require long-term treatment leaving environment and social fabric of an area through the victim unable to play a part in economic activity. its effects on accidents and injuries, noise, air For every person killed in a road accident in Europe, pollution and climate changes. It has the ability to almost four times as many suffer permanent create safe conditions for physical activity, such as disability. It has been estimated that road crashes cost 2% of the Gross Domestic Product of walking and cycling, and to reduce social isolation (i) of vulnerable people. Consequently transport high-income nations . Provisional figures for 2004 planning must involve a very diverse range of show that almost 12,000 people were injured in stakeholders as well as the public. road crashes in the West Midlands, representing a cost of some £506 million(ii). 25.2 The LTP process encourages wide 25.5 British child pedestrian accidents are amongst consultation, participation and joint working. This (iii) should mean breaking down old barriers, integration the worst in Europe . Furthermore, child with wider policies and development of innovative pedestrians in social group V are five times more schemes. The experience of health professionals likely to be killed in a traffic accident than children can inform policy makers and the general public from social group I. Also, child death rates in the least affluent groups are falling more slowly than about the consequences on health of individual (iv) travel choices. Health professionals are well aware the most affluent . Current volumes of traffic of the evidence for the effects of physical activity threaten both the physical and psychological on health. They can assess the health impact of development of many children. transport policies and land use planning. They can 25.6 Ironically, the main reason cited by parents draw upon evidence-based research and skills in for driving their children to school is the increased health promotion and education. They are well traffic and hence perceived increased risk to their placed to promote key policy measures and to raise safety from walking or cycling to school. Older awareness of the potential benefits from reducing people feel intimidated by increased traffic too and car dependency because of their position in the those without a car may be socially isolated. community and their day-to-day contact with individuals. Obesity

25.3 One of the LTP2's objectives is to improve 25.7 The combination of poor diet and an safety and health for all. Appropriate transport increasingly sedentary lifestyle means, that over policies could potentially lead to significant the past twenty years, the prevalence of obesity improvements in public health. Health issues also has almost trebled in the UK(v). Rates of obesity impact on the other objectives of the plan, such as have increased faster in the UK than other economic revitalisation and social inclusion. European countries. Concern has been expressed that not only are the gains in life expectancy over the past century at risk of being wiped out, but also i Peden M, Scurfield R, Sleet D, Mohan D, Hyder AA, Jarawan E, Mathers C (eds), World report on road traffic injury prevention: summary, World Health Organization, Geneva (2004). Available online at: http://www.paho.org/English/DD/PUB/Summary_World_report_Road_safety.pdfs ii calculated using Department for Transport average figures iii Road Safety Research Report No. 47, Children’s Road Traffic Safety: an international survey of policy and practice, Department for Transport, June 2004. Available online at: http://www.dft.gov.uk/stellent/groups/dft_rdsafety/documents/page/dft_rdsafety_030570.pdf iv Roberts I, Power C, Does the decline in child injury death rates vary by social class? British Medical Journal (1996) 313:784-6. Available online at: http://bmj.com/cgi/content/full/313/7060/784 v National Audit Office, Tackling Obesity in England (2001), page 12. Available online at: http://www.nao.gov.uk/publications/nao_reports/00-01/0001220.pdf

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some parents could end up outliving their own can increase the frequency of attacks in asthma children(vi). Obesity increases the risk of many sufferers. Studies have shown small but convincing medical conditions, including diabetes, high blood associations between air quality and hospital pressure, coronary heart disease and even certain admission rates for respiratory disease. types of cancer. The society in which we live tends Furthermore, air pollution appears to hasten death to reward behaviours that contribute to obesity, for in those elderly people who have existing lung example the ease of driving to a destination versus damage. Particulate pollution has been estimated the relative inconvenience (on a wet day or hilly to shorten the lives of over 8,000 people and cause route) and potential hazards of cycling. Even the 10,500 hospital admissions every year in the UK(viii). stairs in public buildings are often less prominent than the lifts. Indeed, so easy is it to put on extra 25.10 Noise interferes with memory and body weight inadvertently that our environment has concentration, especially near airports, and been dubbed 'obesogenic'. excessive traffic noise can cause minor psychiatric illness. One survey in England and Wales recorded Physical Activity traffic noise outside 92% of homes sampled(ix). It is hard to quantify the effects of excessive traffic 25.8 Since the 1950s, when a classic study found noise, especially as those affected the most may that conductors on double-decker buses in London choose to move away from the source of the (vii) had a lower rate of heart disease than drivers , problem. Sudden noise can raise blood pressure evidence has been mounting that physical activity and heart rate and, although the absolute risk to protects against heart disease. Strokes, any individual person is small, large numbers of osteoporosis, diabetes, arthritis and cancer of the people are potentially affected by traffic noise. colon are among many other conditions influenced by the amount of physical activity carried out by Social Inclusion and Accessibility people and, to a considerable extent, they are preventable. With increasing car dependency, 25.11 Transport influences the maintenance of opportunities for daily exercise have been social networks, for example by enabling or diminished and, as the population of Britain preventing people from seeing friends and family, becomes gradually less active, so the sedentary and affects the ability to get to sources of healthy lifestyles that result have contributed to the foods and community services. These factors increasing risk of all these diseases. Urban underpin both the promotion and maintenance of environments do not always encourage walking health lifestyles and mental well-being. However, and cycling and can discourage those who would increasing geographical dispersion has resulted like to follow active, healthy lifestyles. The extra from the increasing dominance of the motor car, physical activity expended in daily living half a with two important effects on health: century ago, compared with today, was the equivalent of running a marathon a week. Increased car-dependency - as a more dispersed pattern of activity and residence is Pollution less easily served by public or non-motorised transport modes 25.9 Attempts to improve air quality with Increased social polarisation - as the most increasingly tough legislation and 'greener' fuels affluent can move further away and the may be offset by increasing amounts of road traffic poorest people have become more which contributes significantly to certain air concentrated in the areas already suffering pollutants. Current evidence suggests that whilst the highest levels of poverty asthma may not actually be caused by air pollution, poor air quality (often resulting from heavy traffic)

vi Annual Report of the Chief Medical Officer 2002, Obesity: defusing a health time bomb. Available online at: http://www.publications.doh.gov.uk/cmo/annualreport2002/obesity.htm vii Morris, J. N. et al, Coronary heart disease and physical activity of work, Lancet (1953) 2:1053-1057, 1111-1210, 1953 viii Committee on the Medical Effects of Air Pollutants (COMEAP), The Quantification of the Effects of Air Pollution on Health in the (1998). Available online at: http://www.doh.gov.uk/comeap/statementsreports/airpol7.htm ix Royal Commission on Environmental Pollution, Eighteenth report: Transport and the Environment London. HMSO, 1994

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25.12 Lack of transport or access to transport from improved health. This is borne out by the services disproportionately affects the lower unequal state of health of people in different parts socio-economic groups, women, ethnic minorities, of the Metropolitan Area, which is closely related children, the elderly and those with impaired to the distribution of wealth and poverty. mobility(x) (see Appendix 22 ‘Disability Issues’ and Appendix 23 ‘Social Inclusion Strategy’). Healthy 25.15 Current estimates of the impact and cost of foods are more readily available and more cheaply transport strategies do not include the health purchased in large shopping centres and the price benefits of increased walking and cycling and the differential between healthy and less healthy foods savings associated with these modes. In addition, is greatest in the shops used by poorer people. just as business in the Midlands bears a high cost 31% of adults without a car have some difficulty as a result of traffic congestion, so the NHS bears getting to hospital and 7% have missed the cost of, from road crash injuries, asthma, heart appointments due to inability to access disease, etc. One study found that for every year healthcare(xi). Research has shown that the of life lost to cyclists through accidents, a further frequency of psychiatric conditions, physical illness twenty were gained through the benefits of physical (xii) (xiii) and deaths are all increased in people who have activity . Another study has suggested that inadequate social support networks. Conversely, people who cycle regularly have levels of fitness (xiv) increased levels of physical activity helps maintain equivalent to individuals ten years younger . mental well-being and self-esteem and may reduce dependency on nicotine, alcohol and 25.16 A list of the benefits and disbenefits of anti-depressive medications. transport to health are given in the following table.

25.13 There are considerable benefits to disabled Table 25.1 Benefits and Disbenefits of Transport people from an accessible public transport system. to Health Resources can be freed from health and social services by allowing disabled people to travel Health Benefits Health Disbenefits independently and access local shopping and other Exercise and physical Collisions and danger services. Also, services such as Ring and Ride, activity that can take people out of their homes where they Pollution and noise feel trapped by their disabilities, increase social Enables access to contact, provide interest in life and thus indirectly employment, education, Stress and anxiety improve health. shops, recreation, social support networks Loss of land and Economic Revitalisation and health services planning blight

25.14 A well-designed transport plan contributes Potentrial to increase Severance of to increasing prosperity for an area and its residents prosperity communities by road and increasing prosperity is intrinsically linked to improvements in health. Conversely, congestion Loss of regular exercise is often cited as a reason not to invest in the West and promotion of Midlands, which results in fewer jobs for local obesity people and adverse consequences for their health. It is important to appreciate however that, despite increased overall prosperity, if there are inequalities in how this is distributed, not everyone will benefit x Acheson D (chairman) Independent Inquiry into Inequalities in Health ('Acheson Report' 1998). Available online at: http://www.official-documents.co.uk/document/doh/ih/part2d.htm xi Social Exclusion Unit, Making the Connections (2002), chapter 1. Available online at: http://www.socialexclusionunit.gov.uk/publications/reports/html/Making%20the%20Connections/ chapter_one.htm#_ftn28 xii British Medical Association, Cycling: Towards health and safety, London (1992) xiii Hillman, M 1992 Cycling and the promotion of health, PTRC 20th Summer Annual Meeting, Proceedings of Seminar B, pp. 25-36 xiv Tuxworth W et a, Health, fitness, physical activity, and morbidity of middle aged male factory workers, British Journal of Industrial Medicine (1986) 43(11):733-53

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Consultation 25.22 It has been shown that half an hour of moderate exercise (for example brisk walking for 25.17 Most of the West Midlands former Health two miles) five days per week can cut the risk of Authorities were involved with the LTP consultation death from heart disease and stroke by between process in 2000 at local and regional level. The 30 and 50%. However, in the West Midlands, less Health and Environment Forum, one of the three than one third of adults manages to achieve even principal groups to be making submissions to the this level of physical activity(xvii). Around 300 deaths 2000 LTP, included health representatives from its from heart disease and stroke in people under 65 inception in the autumn of 1999. Public health could be prevented each year across the practitioners, based in the new Primary Care Trusts conurbation if the entire adult population met the (PCTs) who have specific interests in the thirty minutes’ moderate exercise target that is relationship between transport and health, recommended by the World Health Organisation contributed to the 2003 LTP consultation process. (WHO). Even a modest change, such as a modal shift of 15%, to more physically active travel, as 25.18 Many individual respondents to the recommended by WMAMMS could save fifty lives consultation process raised concerns about air annually. pollution and its effects on respiratory illness. Others expressed concern at the lack of safe 25.23 Prevalence of obesity is higher in the West walking and cycling opportunities, recommending Midlands than most other areas of the country. In that resources should be directed at increasing 1998, the National Audit Office found that obesity uptake of these transport modes. This is in line cost the NHS £500 million per year in direct costs with a key recommendation of the West Midlands alone. If current trends continue, by 2010 obesity Area Multi-Modal Study (WMAMMS)(xv). will be costing the NHS £3.6 billion annually(xviii). The Association for Public Health Observatories 25.19 A Health Impact Assessment was has reported comparative lifestyle statistics for commissioned on the 2003 LTP from the University English regions. The key messages for the West (xvi) of Birmingham . Midlands region include:

Local Situation Nearly one third (30.6%) of girls (aged between 2 and 15) are either overweight or 25.20 In 2004, provisional figures show that there obese were 8,913 personal injury road accidents in the The region has the highest level of obesity West MIdlands resulting in 11,814 casualties, many (17.3%) in young women (aged between 16 of whom will have required hospital treatment. and 24) Within that total, there were 82 fatalities, 1,067 The region has the highest proportion of serious injuries and 10,885 slight injuries. More (37.9%) females aged 16-24 who are either information on this is given in Appendix 18 ‘Road overweight or obese Safety Strategy’. Over the last nine years, there has been a continuing upward trend in the proportion of 25.21 As well as direct effects of travel and adults who are obese both in the region and transport, there are indirect effects. Coronary heart England as a whole disease is the single most common cause of death both in the UK and across the West Midlands. In The region has the lowest percentage (45%) 2002, in the West Midlands, of the 5,000 people of young males (aged 16-24) achieving 30 dying from heart attacks, 772 people died before minutes of moderate intensity exercise on 5 reaching the age of 65 and a further 213 people days a week. The 2011 target has been set under 65 died from strokes. at 50% for both males and females

xv Government Office for the West Midlands / Aspen Burrow Crocker Ltd, West Midlands Multi-Modal Study (2001), p67. Available online at: http://www.go-wm.gov.uk/static/gems/MultiModal/Final%20Report.pdf xvi Health Impact Assessment Research Unit, Department of Public Health and Epidemiology, University of Birmingham. The 2003 West Midlands Local Transport Plan - a rapid health impact assessment. Available online at: http://www.phel.gov.uk/hiadocs/WM2003LTP_HIA.pdf xvii West Midlands Regional Lifestyle Survey 2001, West Midlands Public Health Observatory xviii National Audit Office, Tackling Obesity in England (2001), page 16. Available online at: http://www.nao.gov.uk/publications/nao_reports/00-01/0001220.pdf

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The region has the lowest proportion young 25.27 Reducing the impact of traffic on the urban women meeting the recommended level of environment is crucial to making roads safer for physical activity (24%) walking and cycling and encouraging less The high levels of obesity observed are of car-dependency. A clear hierarchy of roads, with particular concern because obesity is a major widespread application of traffic-calming measures risk factor for Type 2 diabetes. The West will help produce healthier travel patterns and habits Midlands region has the second highest in all age groups. Alongside this, and offering expected level of Type 2 diabetes(xix) mutual support, the TravelWise initiative works in partnership with key players to develop innovative Strategy schemes within communities, school and workplaces. It is a powerful way of bringing 25.24 The LTP2 strategy has the ability to create together the expertise of health professionals, safer conditions for physical activity, reduce social engineers and environmental health workers, isolation and improve access to work, sports and together with transport providers and local leisure centres and health facilities. Joint working authorities. with health professionals seeks to: 25.28 Half an hour spent walking or cycling each Promote transport which encourages more day could be incorporated into many people’s daily physical activity routine and help protect people against the adverse Encourage journeys to be made by modes effects of physical inactivity. So-called 'utility which are the least damaging to public health exercise' provides many benefits to health while Give advice on how to minimise the health taking up no additional time. Furthermore a damaging consequences of each mode of sustained modal shift from car to walking or cycling transport, for example, by undertaking Health would achieve substantial savings from congestion, Impact Assessments of major proposals accidents, air pollution, global warming and fewer working days lost. This would in turn bring about 25.25 Indeed, Standard One of the Department of improvements in health for others. A House of Health’s National Service Framework for Coronary Commons Select Committee Report on obesity Heart Disease expects public agencies to work concluded that: together to reduce risk factors such as physical inactivity in the general population(xx). 'If the Government were to achieve its target of trebling cycling in the period 25.26 An important opportunity for health promotion 2000-2010 (and there are very few is the instillation of beneficial, lifelong habits in signs that it will) that might achieve children. There are a number of effective ways to more in the fight against obesity than encourage more exercise in children, including any individual measure we 'walking buses', convoys of children who walk to recommend within this report. So we school and safe urban speed limits, for example would like the Department of Health enforcing 20 mph restrictions in residential areas. to have a strategic input into transport This increases the perception that the area is safer policy and we believe it would be an for children to walk, as well as reducing the severity important symbolic gesture of the of vehicle / pedestrian collisions. There is a also a move from a sickness to a health need to develop targeted healthy walking and service if the Department of Health cycling programmes for different groups – e.g. BME offered funding to support the women’s groups (a vitamin D deficiency issue here Department for Transport's sustainable too due to lack of sunlight exposure) or disabled transport town pilots' (xxi). people with special needs (e.g. adapted cycles). xix The Association for Public Health Observatories, Indications of Public Health - Lifestyle and its impact on health. Available online at: http://www.apho.org.uk/apho/viewResource.aspx?uri=http://www.phenet.org.uk/?id=1678 xx Department of Health, National Service Framework for Coronary Heart Disease (2000), Chapter 1 - Reducing heart disease in the population. Available online at http://www.doh.gov.uk/nsf/coronarych1.htm xxi House of Commons Health Committee Report: Obesity 2004. Available online at: http://www.publications.parliament.uk/pa/cm200304/cmselect/cmhealth/23/23.pdf

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Targets expenditure by 2020 between the continuation of present trends (£184 billion) and a fully engaged 25.29 There are currently no nationally agreed society with dramatic improvements in health and targets for improving health through transport life expectancy (£154 billion) proved too great to policies. However, a strategy that can increase ignore. physical activity, improve air quality, reduce traffic accidents and address social exclusion will 25.33 In response, the Department of Health (xxiv) undoubtedly go some way to meeting Government published a White Paper in November 2004 health targets. For example, the British Medical Increased walking and cycling could make a huge Association calculated that if one third of car contribution to improving people’s health. For these journeys under five miles were replaced by bicycle to be taken up however, they have to occupy a journeys, this alone would achieve the crucial part of transport policy, such as designing Government’s Our Healthier Nation (OHN) target - streets to be pedestrian-friendly and cycle routes to reduce the death rate for coronary heart disease leading to each school. Following the Sustainable in people under 75 by 20% by 2010. OHN Travel Towns pilot project, local authorities and advocates a 20% reduction in the rate of fatal PCTs will be given new guidance on 'whole town accidents and a 10% reduction in the rate of serious approaches' to walking, cycling and public transport. injuries by 2010(xxii). The White Paper expects all schools to have active 25.30 It is important to ensure that measurement travel plans by 2010, enabling children to walk or of journeys is robust. Walking and cycling journeys cycle to school and securely leave their bicycle. can be particularly difficult to measure accurately. Special school travel advisor posts will be created. Therefore more, rather than less, care and attention By 2006, local communities should be able to is required measuring journeys using these modes. access cycle training instructors. Employers will be encouraged to take advantage of attractive levels Programme of taxation to promote cycling amongst their staff. Half a million civil servants will be entitled to have 25.31 The West Midlands Primary Care Trusts will a free bike and people will be offered pedometers continue to promote healthier transport initiatives. on the NHS to measure the amount of walking they All NHS organisations are expected to develop do each day. 'green' transport plans. Journeys involving NHS staff or patients account for 1 in 20 of all journeys in the UK. Many hospital Trusts are implementing schemes that encourage staff where possible to consider alternatives to using the car. All new schemes, such as health centres, will include facilities for cyclists.

25.32 Faced with mounting concerns about the cost to the NHS of unhealthy lifestyles, in 2002 the Treasury asked Derek Wanless to assess what resources would be needed to secure high-quality health care in the future(xxiii). He concluded that, without radical changes, demand would continue to outstrip supply. However, he also described a vision in which the public would be more conscious of managing their health as a fully-engaged scenario. The £30 billion difference in NHS annual

xxii Department of Health, Saving Lives - Our Healthier Nation (1999), Chapters 6 and 7. Available online at: http://www.archive.official-documents.co.uk/document/cm43/4386/4386.htm xxiii Securing health - taking a long term view, Final report April 2002. Available online at: http://www.hm-treasury.gov.uk/Consultations_and_Legislation/Wanless/Consult_Wanless_final.cfm xxiv Choosing health - making health choices easier, Department of Health, 2004. Available online at: http://www.dh.gov.uk/PublicationsAndStatistics/Publications/PublicationsPolicyAndGuidance/ PublicationsPolicyAndGuidanceArticle/fs/en?CONTENT_ID=4094550&chk=aN5Cor

182 LTP 2006 - Appendices Highway Maintenance Strategy

Appendix 26 Highway sustainability through using recycling of road and footway materials and less direct drainage Maintenance Strategy systems in appropriate locations. Timely and cost effective maintenance is also a Role of Carriageway and Footway fundamental component of our contribution to Maintenance Agenda 21 objectives. Use is made of on and off-site recycling techniques as well innovative 26.1 Effective highway and footway maintenance measures to limit the impact of high intensity is not only an essential element of the integrated storms and consequential local and transport agenda it is also a key and highly visible downstream flooding. The use of community asset contributing to the character and non-renewable resources to maintain environment of the area that it serves. This is highways can be more effectively managed if particularly so in a largely urbanised area like the intervention is not left until failure is imminent West Midlands. There is growing awareness of and reconstruction inevitable. Therefore the how well maintained highways can improve the achievement of steady state maintenance living environment. As everyone has contact with regimes and the application of a rigorous the highway environment in some way or other approach to asset management will not only almost daily, public knowledge and expectation deliver a more predictable basis for future about its condition is high. Whilst the recently funding it will also provide a solid platform published Code of Practice ‘Well Maintained from which to determine sustainability targets Highways’ now fully embraces the wider issues that that can drive innovation are engaged, expectations remain largely unfulfilled: Safety and Health – Safety is the first priority for maintenance and that applies to all classes Economic Revitalisation – Good transport of user. Surfaces have already been referred is an essential component of economic well to, but they also need to have adequate skid being in two major respects, the first is the resistance, and markings need to give good need for ready access to workers and the guidance in all conditions. In winter, network supply chain, and the second is the safety and availability is assured through the contribution to the overall environment that is application of a joint approach to service needed to draw in investment. Well delivery within a framework of individual winter maintained roads have a role in the first gritting policies. Minimising the risk of walking respect in reducing disruption, but a rather accidents and maximising the attractiveness more obvious role in the second respect of of cycling and walking through our policies of improved local ambiance providing a very timely and effective maintenance contribute tangible contribution as the primary to raising the standard of general health in the component of the street scene to the communities that are served by the network economic viability and social cohesion of Integration – Footways are the essential neighbourhoods in a wider regeneration and component that is used in almost all journeys renewal strategy by any mode, but only function adequately if Accessibility and Social Inclusion – maintained to standards that benefit all Essentially the same attributes apply by members of the community especially people minimising disruption to maintain access, and with disabilities. Planned and reactive raising the ambiance of an area to reduce maintenance policies seek to minimise risk deprivation. Probably even more directly and maximise engagement helpful are even surfaces for walking and cycling in order to encourage local movement 26.2 Maintenance of our network must be for less mobile people. Noise can be co-ordinated with our other key transportation detrimental to a locality but can be reduced objectives. Indeed in a densely populated by using modern situation specific polymer metropolitan area such as ours effective bound surfacing materials on higher-speed maintenance of the highway environment roads contributes directly to the implementation of other Sustainable Travel Patterns – Walking and key elements of the integrated transport agenda. cycling will only increase if they are enjoyable Footways that are defect free, well lit and safe experiences, and that means free from become an attractive and healthy alternative potholes and with good facilities at crossing transportation option for all age groups but points. Maintenance also contributes to wider especially for the elderly who will continue to form

LTP 2006 - Appendices 183 Highway Maintenance Strategy

an ever-increasing proportion of the population. In been identified in certain visual survey techniques addition the attractiveness of buses as a primary (CVI & DVI) it is likely that for our minor roads this transportation mode will inevitably increase if form of condition assessment will continue well into passenger comfort can be enhanced by more the medium term. Attaining the objective of predictable ride quality. The effects of poorly consistency and repeatability has remained elusive maintained highways are greatly accentuated for despite the introduction of machine based surveys bus passengers. The extensive penetration of (SCANNER). However, this system will continue buses into minor routes clearly requires quality to be developed for national use and the data infrastructure across much more than the principal supplied is to be managed in a manner that road network. Similarly reallocating highway space provides a developing image of condition rather to cyclists must necessarily be accompanied by a than un-relateable snapshots. Notwithstanding the surface that is of a consistently high quality, if difficulties that have emerged nationally with increased use is to be accompanied by the ongoing condition measurement we believe that the decline drive to reduce accident levels. in the condition of the network was arrested in 2004. Many of the major schemes were completed 26.3 Our spend levels have leveled off at the end earlier than expected and other schemes identified of the first five years of the Plan, but it remains and completed from the forward programme. The vitally important that we co-ordinate all our own use of older deflectograph data has assisted in activities as well as the activities of a myriad of coming to this conclusion, and whilst such data is utilities who share the very congested space that no longer used as a national comparitor it will lies beneath the highway. continue to be used in the conurbation as a valuable long life indicator in the developing asset 26.4 The Government’s Best Value agenda management plans. requires Councils to utilise scarce financial resources to maximum effect and to modernise 26.7 The data difficulties highlighted above are services so that they reflect the needs of the more graphically illustrated in Table 26.1 ‘Best community. Reducing the causes of accidents on Value (BV) Performance Indicator Results’ (2000/01 the highway by effective management of the data through to data available April 05) highway asset ensures that funds intended for maintaining the network are not diverted to meet 26.8 Nevertheless Highway Authorities in the the cost of the rising numbers of claims that all conurbation have collectively gathered visual data Councils are now striving to manage. in a single contract and the information obtained has informed the scope and timing of investment 26.5 In addition Councils in the metropolitan area decisions. Authorities are using the data with have embraced the need for developing Asset UKPMS analysis to drive local programmes, either Management Plans (AMP’s) for all highway assets through: including the very fabric of our roads. This is a major development that will enable husbanding of Worst condition priorities, or limited resources to fulfil the investment needs of Minimising local targets set in PSAs our complex transportation infrastructure. The AMP’s will also be the primary data source for determining local service levels and valuing the highway asset. The Highway Authorities within the area recognise that the ability to maintain the asset value will be the primary determinant in achieving steady state maintenance.

Present Situation

26.6 The Government target for arresting the decline of the highway network is measured nationally by the National Road Maintenance Condition Survey (NRMCS) data and Best Value indicators. Considerable investment has been made nationally by Highway Authorities to implement a regime of condition measurement that is consistent and repeatable. Whilst flaws have

184 LTP 2006 - Appendices Highway Maintenance Strategy

Table 26.1 Best Value (BV) Performance Indicator Results

BVPI96 BVPI96 BVPI96

Condition of principal roads* Condition of principal roads* Condition Of Principal Roads* (% needing repair – based on (% needing repair – based on Council deflectograph) CVI) (% needing repair – based on TTS)

2000/01 2001/02 2002/03 2003/04 2001/02 2002/03 2003/04 2004/05 B'ham 24 15 13 14 23 2.28 N/A 65.44 Coventry 15 10 N/A N/A 16.67 9.77 11.43 49.82 Dudley N/A 39 38 35 42.6 3.88 13.89 37.97 Sandwell 32 29 27 N/A 31.46 N/A 10.13 49.66 Solihull 15 19 15 15 19.3 0.12 7.36 33.61 Walsall 51 52 56 58 51.9 0.50 16.97 49.96 W'ton 25 26 25 24 26.3 N/A 14.95 37.20

* The Principal Roads make up 7% of the Overall Road Length in the West Midlands

BV 97a BV 97b

Condition of NP** classified roads Condition of unclassified** roads Council (% in need of repair – based on CVI surveys) (% in need of repair – based on CVI)

2001/02 2002/03 2003/04 2004/05 2002/03 2003/04 2004/05 B'ham 3 2.77 28.52 13.04 1.31 21.86 9.90 Coventry 12 11.93 14.38 29.24 4.74 4.48 31.91 Dudley N/A 5.47 27.75 11.6 3.81 10.74 10.40 Sandwell 9 5.40 41.10 27.54 2.40 6.33 21.82 Solihull 4 3.41 9.03 13.57 1.77 8.48 10.17 Walsall 5 20.89 36.18 28.10 6.99 28.11 22.80 W'ton 0 8.34 29.06 30.08 1.76 6.78 13.77

** The Classified Roads make up 11% of the overall road length in the West Midlands and the Unclassified roads 82% of the overall length

.

LTP 2006 - Appendices 185 Highway Maintenance Strategy

26.9 It is not yet possible to prepare economic spends. This approach is being taken up through priorities for the longer term due to our lack of Public Service Agreement( PSAs), prudential confidence in the current data sets. It will be borrowing and Birmingham PFI. necessary to move over to the new recommendations from the Roads Board and to 26.14 Reviews, and more recently comprehensive utilise expected suggestions for backlog calculations performance assessments, have sought to clarify first. To this end transitional arrangements, were and consolidate the links between specific highway set in place to ensure that conflict between old and management and maintenance policies and planned new methods of measurement are kept to corporate and community strategies. For instance a minimum despite some fundamental differences equal opportunities policies that seek to improve in assessment techniques. access for the elderly, target improvements to footways along with controlled and uncontrolled 26.10 Whilst progress has been made in arresting crossings. Community safety policies link the need the backlog, the difference between allocated and for improved street lighting to reducing crime and indicative spend levels still falls far short of required the fear of crime. Councils also recognise that investment levels. Opportunities to manage the effective highway maintenance and controlled use overall capital budget to maximise early of non-renewable resources are key elements of improvements, as has been done in Birmingham, challenging Agenda 21 policy targets. Coventry and Wolverhampton, are at best palliative adjustments rather than fundamental shifts / 26.15 Striking a balance between the rigour of a increases in resource provision that are required disciplined asset management approach to highway for sustained improvements. In Walsall additional maintenance, and the needs of the community funding has been provided for street lighting by the served by the network has been a key determinant injection of PFI (Private Finance Initiative) funding, in developing policies for managing the and a further PFI is at an advanced development maintenance of the complete highway network. stage to accelerate the removal of Birmingham’s The network hierarchy is therefore the foundation maintenance backlog. of the maintenance strategy and is fundamental in determining both area wide and individual policy 26.11 The data in Table 26.1 ‘Best Value (BV) priorities. The network is categorised on the basis Performance Indicator Results’ for roads, using the of the volume and composition of traffic using it and deflectogragh, is more appropriate for considering the role of the particular section of the carriageway, the long term. It is not capable of being sensibly footway or cycleway in the network. The network compared with CVI data. The data for both hierarchy is therefore the link between maintenance categories of non-principal road is not felt to be policy and implementation. robust and the differences are anyway quite small. 26.16 The key principles that underpin and define 26.12 Council’s are currently facing problems the objectives of the areas highway maintenance associated with more litigious service users policy are as set out in the Code of Practice which supported by much more proactive legal and has been adopted by all of the authorities: quasi-legal organisations. This has necessarily diverted staff and Council revenue resources away Network Safety: from dealing with more cost-effective planned maintenance work. Complying with statutory obligations Meeting users needs Current Policies Network Serviceability: 26.13 All councils within the area have either completed a Best Value review that has been Ensuring availability externally inspected, or, completed a management Achieving integrity review. In every case detailed action plans have Maintaining reliability been developed which direct and determine how Enhancing quality services are to improve and with what resources. All Councils recognise that the condition of the Network Sustainability: network is a very significant determinant of public perceptions of performance. A common feature of Minimising cost over time these reviews has been recommendations that the Maximising value to the community most economic spend profiles would be high initial Maximising environmental contribution

186 LTP 2006 - Appendices Highway Maintenance Strategy

26.18 Attempts have been made using the 26.17 Although this LTP is primarily directed at traditional intervention intervals, in Table 26.2 network sustainability, the effectiveness with which ‘Traditional Intervention Intervals’ to determine a network safety and serviceability is performed will long tem spend profile. This approach is a realistic have an effect on the sustainability elements, and assessment of intervention frequencies and gives is crucial to the public perception. The need to a figure of £85M pa. Spending on the carriageway inject higher levels of investment at the front end fabric is a fraction of this assessed level and will of the programme remains a clear outcome of the become a smaller proportion if investment levels LTP submission. Low spending now will result in fail to recognise the disproportionate impact of higher spending later or worse, i.e, a network where rapidly rising hydrocarbon costs. condition is once again deteriorating.

Table 26.2 Traditional Intervention Intervals

Category of road (from the Reconstruction or Resurface or apply Surface dressing Code of Practice) structural thin overlay interval interval (unless due strengthening (unless due for for reconstruction or interval reconstruction) resurfacing) Years Years Years 2 (Main roads) 20 10 5 3a/3b (Main and secondary 45 15 8 distributors) 4a/4b (Link roads and local N/A * 20 10 access roads) Footways (all) 40 N/A 10 **

* Treatment would only ever be applied in exceptional circumstances, the assumption for this exercise being at an interval of an infinite number of years

** or equivalent low cost repairs

to specific concerns about deterioration in the 26.19 The Code of Practice requires every network and consult service users about proposals consideration to be given to vulnerable members that directly affect them. However there remains of the community, particularly with regard to the much to be done if significant progress is to be standards adopted and maintained for managing made in improving satisfaction levels. for footways and other routes identified for cyclists. Where possible engineers give consideration to 26.21 A survey was conducted in the autumn of demographic and other available community data 2001 across the whole of the Metropolitan Area and to ensure that outputs are as inclusive as possible. the results are in Table 26.3 ‘Levels of Public Dissatisfaction’. The extensive level of Consultation dissatisfaction with the condition of carriageways and footways shows clearly. Dissatisfaction with 26.20 As managers of the highway network, we traffic congestion was higher, and with public recognise that our links with service users are transport similar to road condition. The higher crucial to establishing and maintaining a level of dissatisfaction level with Walsall roads is satisfaction that reflects the commitment of Councils noticeable. More detail is provided in the Problems to delivering quality services. All Councils respond and Opportunities section.

LTP 2006 - Appendices 187 Highway Maintenance Strategy

Table 26.3 Levels of Public Dissatisfaction

Traffic Congestion Traffic Congestion Unreliable Public Authority Transport Carriageway Footways Birmingham 63 41 32 42

Coventry 60 51 35 52

Dudley 74 52 34 40

Sandwell 63 40 33 38

Solihull 67 36 28 41

Walsall 67 64 30 31

Wolverhampton 64 39 36 34

WM Total 64 46 32 40

% of people who ranked the above as one of their top five concerns

unlikely to present a regime of measurement that 26.22 The 2004 and 2005 consultations (see is sufficiently robust and established to provide a Chapter Appendix 1 ‘Consultation’) reinforced the reliable picture of progress until the end of 2007/08 high priority given by the public to maintaining the at the earliest. Nevertheless Council’s within the fabric of the highway network. The impact on more conurbation welcome the recommendations of the vulnerable road users of maintenance condition Roads Board requiring more effective integration was raised particularly at area seminars. of SCANNER (and all other retained measurement systems) with the UKPMS and consequently the 26.23 A number of ‘Best Value’ reviews have HAMPs generally. Attempts nationally to define the identified ‘communication’ and more particularly a ‘maintenance backlog’ as a universal statement of communication strategy as being a key determinant what work is required have not been successful. in achieving greater transparency between service Ultimately the fully developed Highway Asset users and service providers. Considerable progress Management Plans will be the definitive position has been made in this regard with, in one instance statement. Within the conurbation this will occur Charter Mark accreditation being achieved for towards the end of 2007. Given the anticipated service delivery and in virtually all cases a resources that will be available initially the ‘worst commitment to embrace the principles of Quality first’ strategy for maintenance will predominate with Management to ensure consistency of service a gradual transition to investment lead entirely by delivery. the Asset Management Plans supported by UKPMS. Whilst the original target of removing the 26.24 These initiatives provide a disciplined maintenance backlog by 2010 remains an approach to building a more positive relationship aspiration, without a clear definition of backlog it is with the service user. Nevertheless it is inevitable reasonable to assume that a revised national target that without the appropriate level of funding aimed will emerge that more effectively embraces the at removing the maintenance backlog progress will asset management discipline. In this way the appear to the user to have been transitory rather ongoing value (as defined by whole of government than part of a continuous process of service accounting) of the network will be retained providing development and improvement. sufficient resources are available.

Maintenance Strategy 26.26 Notwithstanding the lack of certainty, local knowledge and analysis strongly suggests that the 26.25 Our aim for the longer term is to fully support Governments indicative funding levels will not be the Governments 2010 objectives. However, the a sufficient platform to reach the 2010 aspirations. development work on a national system of machine The financial basis of this LTP is therefore a based (SCANNER) condition measurement is reflection of the varying authority needs for principal

188 LTP 2006 - Appendices Highway Maintenance Strategy

roads but similar spending rates per kilometre for authorities across the country and the lack of all non- principal roads within the context of confidence in survey results is reflected in DfT’s available allocations. Details of the expenditure decision not to include highway condition BVPIs in programme, including guideline figures to 2010/11, forthcoming CPA assessments. We are told that can be found in the main document. DfT themselves do not expect consistency in the measurement of the condition of the PRN to be able 26.27 Our indicated allocations for 20006/07 on to be achieved until around 2007/08. the principal road network do not reflect the condition as suggested by the deflectograph data. 26.30 In addition, the use of SCANNER on the The total allocation on principal roads for 2006/07 non-Principal Road elements of the network is not is very close to £10,000 per km for each authority, likely to begin until 2007/08 at the earliest. Whilst plus an additional £2,500 per km for each 10% band the quality of survey data obtained remains high, of zero principal road network residual life in excess the inherent flaws in the use of coarse visual of 10%. This disaggregation is used in the inspection (CVI) prevent the output fully transitional programme. Similarly the indicated total representing the progress that we consider is being allocation for the non-principal roads is the made. Again, the determination of trends is difficult equivalent of £1,000 per km and, again, this figure because of the limited frequency of these surveys. is used to build the rest of the transitional programme for each authority. 26.31 Given the need to set LTP2 targets against this background of inconsistency and mistrust in Targets the data produced, we have chosen a target of a 5% reduction by 2010/11 in the length of the 26.28 We have faced particular problems with networks requiring further investigation under each defining highway maintenance targets. The three of the three BVPIs to be monitored. This figure has highway maintenance targets included in our LTP2 had to be based on local knowledge and (Principal Road condition – BVPI96, Unclassified engineering judgment rather than an in-depth trend Road condition – BVPI97b and Footway condition analysis or prediction of the effect of spending – BVPI187) are only included because they are programmes, which is impossible in the current mandatory. In anticipation of likely advice on climate for highway condition monitoring. The backlogs and steady state maintenance regimes targets are, however, felt to be stretching but they are: achievable. Every effort will be made to monitor them accurately. BVPI96: reduce the length of Principal Roads requiring further investigation, according to 26.32 In the longer term, SCANNER is seen as the DfT rules and parameters, by 5% between most likely means of achieving the repeatability that 2004/5 and 2010/11 consistent monitoring and target setting demands. SCANNER output will be an integral component of BVPI97b: reduce the length of Unclassified Asset Management Plans that will use a range of Roads requiring further investigation, condition measurement techniques to define an according to DfT rules and parameters, by 5% overall measure of service quality. It should, between 2003/4 and 2010/11 however, be noted that the SCANNER output is BVPI187: reduce the length of high usage largely confined to a measure of surface condition footways requiring further investigation, and that this may not be an accurate measure of according to DfT rules and parameters, by 5% the structural condition of that part of the highway between 2003/4 and 2010/11 or the investment needed to repair or maintain it.

26.29 With approved monitoring methodologies 26.33 We recognise that targets may need further changing so frequently, we have no confidence that refining as allocations are made, and asset results previously obtained on the Principal Road management service levels are confirmed. In the Network (PRN) from deflectograph surveys, for meantime our transitional programmes will be example can be compared in a consistent way with directed at removing as much as possible of the results from the new TRACS-type or SCANNER highways in the worst condition, relying increasingly surveys, not least because they measure different on the developing Asset Management Plans to highway characteristics. This obviously precludes inform our decisions. any long-term trend analysis, which is important when determining targets and trajectories. This is a problem also encountered by all other highway

LTP 2006 - Appendices 189 Highway Maintenance Strategy

190 LTP 2006 - Appendices Street Lighting

Appendix 27 Street Lighting and cities in the UK. One of the most sophisticated evaluations was carried out in the West Midlands. Main Objectives This project provided clear and reliable evidence that targeted, improved street lighting can reduce 27.1 Throughout the West Midlands good street all types of crime and disorder, depending on the lighting is utilised to help create a better context into which it is introduced. A cost benefit environment in which to live, work and play. The analysis revealed that the street lighting increased safety, greater security and enhancement improvements paid for themselves in one year in to the environment provided by modern street relation to savings in crime reduction. lighting help to achieve these objectives. By 27.5 The Crime and Disorder Act places an adopting a well thought out lighting policy, in obligation on local authorities to develop and keeping with guidelines issued by the Institution of implement safer community strategies. The Lighting Engineers and improving maintenance provision of modern street lighting designed to the policies in accordance with the CSS/TAG Code of correct standard is a very tangible way in which we Good Practice for Road Lighting Maintenance, we can demonstrate our commitment to the provision hope to achieve the following objectives: of a safer and more attractive community. Provide a safe highway network for all road users during the hours of darkness Dereliction of Street Lighting Stock Minimise the environmental effect of street 27.6 Recognition of the need for additional funding lighting whilst enhancing the night time to address the increasingly serious problem ambience resulting from the dereliction of the street lighting Ensure that public lighting is in keeping with stock throughout the West Midlands is now critical. and properly integrated into the infrastructure An adequate programme for the maintenance and Help reduce crime and fear of crime replacement of street lighting columns requires Provide a cost effective street lighting service additional resources to prevent an increase in the number of failures in the future with potentially 27.2 The West Midland Authorities are actively extremely serious consequences. pursuing Best Value in relation to street lighting as part of a single or cross cutting review, with links to 27.7 It is estimated in 2003 that the then annual high profile areas such as Community Safety. spend on column replacement was around £40 Street lighting is a service ideally placed for million nationally which equated to a replacement inspection, due to its prominent position in the eye rate of 1%, or a column life of 100 years. Based of the community and their ever increasing request on a 25 year design life, a replacement rate of 4% for street lighting with higher lighting levels, fewer would be required and it is estimated that based faults, better colour rendering and more upon these criteria between 10% and 15% of the environmentally friendly lighting. As all these lighting stock required replacement then! These benefits can only be achieved through modern facts clearly illustrate that continued under lighting installations, it is imperative that each investment in maintenance and replacement will authority can sustain an active programme of have increasingly serious consequences for public lighting renewal. safety. To address the backlog of column replacements has been costed in 2004 at Safety approximately £1.6bn nationally.

27.3 For many years it has been acknowledged 27.8 The increasing decay of the lighting stock in that the reduction of night-time accidents and the the West Midlands can be illustrated by considering subsequent increase in the night-time safety of road the future impact of current replacement rates. In users is a major benefit to be gained by the 2003, 33.6% of the lighting stock (82,229 columns) provision of street lighting. It is well documented were over 30 years old whilst in 8 years’ time this that good street lighting can reduce night- time road percentage will have increased to 57.4% (140,475 accidents by 30%. columns). The figures given are bound to have increased by now; based on a replacement rate of 27.4 Road Safety is not the only benefit to the 1%, in 8 years’ time there will be nearly twice as community from the provision of street lighting. many columns over 30 years old than there were Over the past decade over 16 lighting and crime in 2003. evaluations have been carried out in major towns

LTP 2006 - Appendices 191 Street Lighting

27.9 Even to maintain the West Midlands lighting the categories of inventory data required to produce stock in its current condition with regard to its age a condition indicator. profile, an annual replacement rate of at least 5% is required. With lower replacement rates, as the 27.13 In addition to the above, the Department for average age of the lighting stock increases, so does Transport has indicated that the LTP for 2006-2011 the likelihood of an unexpected column failure, may incorporate an indicative amount for street which may have serious consequences. lighting replacement. This is presently out to consultation with highway authorities, but if 27.10 The budget implications for a typical lighting implemented would require authorities to provide authority with say 30,000 lighting units can be a condition indicator for their lighting stocks. As summarised as follows. Based upon an average things stand, this would be based on the DfT’s life of 30 years, the cost of an ongoing annual Appendix ‘B’ inventory data being available; its replacement programme would be £600,000 and collection is considerably more onerous than that this would only reduce to £450,000 if a life of 40 required for TR22 above and would present similar years was achieved. However, it must also be difficulties to authorities. appreciated that this calculation is based on the lighting network being in average condition, 27.14 Owing to competing demands for funding whereas the reality is that upgrading older from other service areas and continuous cutbacks installations to current standards is estimated to in expenditure, highway maintenance including require this expenditure to be increased by 40%. street lighting has been seriously affected by under funding for many years. Consequently, the Risk Management resources available for risk management and renewal only represent a fraction of that required 27.11 West Midland Authorities have supplied to fund a 30 year replacement programme. inventory data for the LTP Annual Report in July 2002, in an attempt to compile comprehensive inventories and condition data to secure future LTP funding. At that time an urgent need was envisaged to do the following:

Establish asset management systems Use a structured approach to the identification of priorities for inspection, testing and replacement based on national guideline Adopt appropriate risk management procedures Identify columns most at risk Undertake targeted testing programmes Review the suitability and effectiveness of non-destructive testing techniques for assessing column condition

27.12 The device now used to achieve an assessment of column condition is the ILE Technical Report TR22. This utilises data from authorities’ street lighting inventories to produce a relative score of column condition and to prioritise them for structural testing and replacement. However, some of the data required can only be obtained by detailed survey of the installation and resources need to be made available to enable such a survey to be carried out. It should be noted, however, that the CSS are running a current condition data project that will, in the medium term, bring about a revision to TR22 and may well change

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Appendix 28 Bridge Maintenance identified is often necessary in fulfilling the statutory duty of care borne by the highway authority. An Background example of this is the review of safety at road over rail bridges, instigated following accidents such as 28.1 Highway structures form an important part of that at Great Heck in February 2001 and the the highway infrastructure and there are over 1,500 implementation of any necessary works. road bridges, including subways and culverts, 28.5 The asset value of the highway structures longer than 1.5m span in the West Midlands. A (bridges, subways, culverts, tunnels, viaducts, third of those structures are on principal roads and retaining walls, gantries etc) owned by the local many are impressive features of the urban authorities within the West Midlands metropolitan landscape. However, many are more discreet and area is estimated to be around £1,100 million. easily overlooked by the road user. The type and Referring to the report 'Funding for Bridge age of the bridges varies enormously, ranging from Maintenance', produced by the CSS (formerly the 500 year old simple masonry arches to modern County Surveyors Society) in February 2000, such complex steel and reinforced concrete structures. an asset would require funding at a level of around As well as road bridges, there are tunnels, £11 million a year in order to maintain it in its footbridges, retaining walls, signal gantries and present condition. This figure does not include the other miscellaneous structures. extraordinary costs required for assessments, 28.2 In order to fulfil statutory obligations to the strengthening, upgrading, and any contributions for road user and to ensure that traffic restrictions are work to bridges owned by others. Adopting the not imposed on bridges that would adversely affect principles of Asset Management is fundamental to national and local objectives, there is a need to the effective long term management and manage the highway structures in a way that preservation of these assets and the need to ensures they can carry the loads required. This develop tools and procedures to support effective means they are maintained properly and improved Asset Management of highway structures is widely as necessary. recognised. The CSS Guidance Documents for Bridge Inspection Reporting and Evaluation of the 28.3 Changes in January 1999 to The Road Bridge Condition Indicator (BCI) has been adopted Vehicles (Construction and Use) Regulations 1986 by the WM authorities as a Best Value Performance and further changes to legislation raised the Indicator (BVPI) for highway structures. However, permissible weight of vehicles to 44 tonnes gross a Condition Indicator alone will not be sufficient to (on six axles) although the most onerous vehicles measure the overall performance, or fitness for with respect to bridges are those weighing 40 purpose, of a stock of highway structures and the tonnes on five axles. The strength of all bridges performance of a highway authority in managing carrying public roads has been assessed and, the structures stock. where appropriate, bridges are being strengthened to carry the required loading. In addition to bridges Present Situation owned by the highway authorities, there are over 400 road bridges owned by others such as Network 28.6 The funding for bridge maintenance for the Rail and British Waterways that also have to be West Midlands in recent years has been lower than included in this work. The statutory obligations on that suggested by the CSS report 'Funding for these other owners are far less onerous than those Bridge Maintenance', as being needed to maintain of the highway authority, particularly with respect the status quo. Inevitably this has led to a backlog to their load carrying capacity. As such, local of maintenance work, exacerbated by the need also authorities are having to make substantial to carry out extraordinary works in connection with contributions to the costs for the assessment and the assessment and strengthening programme. strengthening of privately owned bridges if the imposition of unacceptable weight restrictions are 28.7 All bridges, with the exception of a few not to be avoided. owned by the highway authorities, have now been assessed, and the strengthening programme is 28.4 The majority of the highway structures within being progressed subject to the limited funds the West Midlands metropolitan area were designed available. The strengthening of bridges owned by and built to standards written for conditions that are others, and in particular Network Rail, has taken very different from today. Upgrading of structures longer because of the lengthier assessment process to current standards where safety issues have been and the need for negotiations regarding the sharing

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of costs for the strengthening works. Details of the 28.14 The overall strategy for bridge maintenance status of the assessment and strengthening is to ensure that every structure is in the optimum programme for each authority are set out at the end state of repair necessary to provide the service of this appendix. required by the most cost effective means possible.

28.8 The experience gained from works already 28.15 In order to monitor the condition of the carried out in strengthening bridges owned by highway structures, regular inspections are carried Network Rail has shown that in some cases the out. The frequency and scope of these inspections costs to the highway authorities were initially is in accordance with guidelines laid down in underestimated. national standards, which requires general inspections every two years and principal 28.9 The information regarding retaining walls is inspections every six years. very variable. Some maintenance has been carried out on major structures on strategic routes, but little 28.16 Maintenance programmes are drawn up or no maintenance has been carried out on many based on the findings of the inspections. The main others. The quality of the information on records objectives in maintenance are to achieve a durable is being improved as the inspections and structure, preserve its load carrying capacity for its assessments of these structures proceed. design life and strengthen where required. In order to ensure best value, maintenance work should Consultation comprise the repair of any damage plus measures to remove the causes of the damage, such as 28.10 When considering the need to strengthen a re-waterproofing. In many cases, due to insufficient particular bridge, appropriate local consultation with resources, this is not possible and the scope of the bus operators, businesses, residents and others work has had to be limited to address the more affected by the proposals is carried out (eg the immediate issues such as safety. Freight Quality Partnership). Such consultation often influences the measures taken, especially 28.17 Where possible when carrying out where weight restrictions are being considered and maintenance work, the opportunity is taken to it is found that local businesses would be adversely upgrade various elements of a structure. An affected. example of this would be the replacement of a sub-standard parapet that has become severely 28.11 The assessment and strengthening of corroded with one that complies with current privately owned bridges require close liaison and requirements. co-ordination. Regular consultation takes place between the highway authorities and the private 28.18 The work being carried out in connection owners in order to establish priorities and with safety at road over rail bridges is, to a large programmes. extent, an upgrading exercise. Generally, risk assessments have been carried out at all such sites 28.12 Liaison amongst the Metropolitan Authorities in accordance with the document 'Road Vehicle takes place on a regular basis at meetings of the Incursion Risk Ranking (Version 9)'. The results of CSS - West Midlands Area Bridge Conference in the risk assessments are used as a basis for order to share experience and learn from each determining the scope and priority of work other. Dialogue with the statutory transport considered necessary. undertakers, the Department for Transport and the Highways Agency is continuing and being 28.19 Safety issues have also been identified in developed. In particular, and where appropriate, connection with subways. Many subways suffer there are discussions with the Highways Agency from vandalism and are used for anti-social relating to the transfer of bridges following the behaviour. They are often perceived by the public detrunking of roads. as being unsafe generally due to their secluded nature, poor lighting and lack of maintenance. Strategy and Performance Measures Many subways are being infilled and replaced by alternative facilities as part of other programmes. 28.13 Each Council’s Highways Asset Management However, it is recognised that subways often Plan will clearly establish its overall strategy for provide the safest routes for pedestrians crossing bridge maintenance but the current approach is roads and a number of authorities have a described in the following paragraphs. programme of works to improve them so as to

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encourage their use and reduce the amount of The integrity of the structure and associated vandalism. risks to the highway user Cost effectiveness and value for money 28.20 Although the assessment of the load carrying especially where funding fails to meet capacity of road bridges is substantially complete, requirements and consideration needs to be there are many bridges that have failed their initial given to: assessment and, as a result, are considered sub-standard. Where it is judged that an existing The benefits of carrying out several low assessment is unrealistically pessimistic, additional cost schemes as opposed to one high work is likely to improve significantly the theoretical cost scheme load carrying capacity of a bridge and there are Economic and environmental benefits likely to be overall cost savings, further assessment from maximising the number of weight work is carried out. restrictions and associated diversions that can be removed 28.21 Sub-standard bridges are having to be managed until they have been strengthened, The feasibility of imposing permanent weight permanently restricted or proven by further more restrictions or other measures taking into rigorous assessment to be adequate to carry the account: increased loads required. The management of sub-standard bridges is carried out in accordance Impact on the highway network as a with national guidelines and can range in practice whole from visual monitoring to temporary propping or Effects on the local community and restrictions. businesses Problems of enforcement and 28.22 When considering the final measures to be consequential effectiveness carried out on a confirmed sub-standard bridge, the imposition of a permanent weight restriction is Disruption to the highway network whilst usually found to be unacceptable because of the carrying out the work and the need for resultant detrimental economic affects that would co-ordination with works being carried out by occur. In almost all cases within the West Midlands others such as the Highways Agency, metropolitan area, the strengthening of neighbouring authorities, statutory undertakers sub-standard bridges is the only option if local and and developers national objectives are to be achieved. Environmental issues such as: 28.23 In drawing up programmes and priorities for Local congestion the maintenance and strengthening of highway Land drainage structures, the following criteria are considered:

The overall objectives of this Local Transport The requirements of other outside parties: Plan and the requirements of other schemes Transport authorities (railways and such as Bus Showcase, Metro and Red waterways) Routes Neighbouring authorities The targets and expectations set out in the paper 'Transport 2010 - The Ten Year Plan', to maintain the strategic road network in 28.24 Performance Measures for a structure stock optimum condition and eliminate the backlog should measure both the performance of the of maintenance on local roads by 2010 structures management function and the The strategic importance of the highway taking performance of the structure stock itself. The into account: following are considered as the main objectives for developing Performance Measures for highway Whether on the Primary Route Network structures: Links to and between local industrial, commercial and retail centre i. For external reporting (public ,customer, Existing traffic flows and future Government) to demonstrate how well the requirements especially with respect to organisation / authority is achieving its lorries and buses objectives with regard to structures Availability of suitable alternative routes management

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ii. As part of the Modernising Government initiatives which aim to achieve continual improvement in the quality and efficiency of service delivery iii. To provide feedback for planning and management control by identifying trends in time to allow corrective action to be taken iv. To compare current performance levels against target levels. Where the target levels are defined in accordance with the Organisational Strategic Plan and Asset Management Plan v. To inform business planning and funding allocations to different functions, routes, groups of structures by type and / or geographical area vi. To provide a mechanism for reviewing, auditing and identifying areas for improvement at an operational level

28.25 Three indicators have been proposed, a Condition Performance Indicator, an Availability Performance Indicator and a Reliability Performance Indicator, which will be implemented in the West Midlands over the following two stage process:

Stage 1 : Trial Application, Feedback and Review from February 2005 to February 2006 Stage 2 : Full Implementation - from March 2007 onwards

Programme

28.26 Details of the programmes for each authority within the West Midlands metropolitan area are given in the following sections.

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Birmingham City Council Assessment and Strengthening

STATUS 28.31 The assessment of the load carrying capacity of all Council owned bridges has been completed Present Situation and the assessment of only a small number of bridges owned by others, mostly Network Rail, has 28.27 There have been many changes to the yet to be finished. highway infrastructure within Birmingham as a result of economic and social pressures. Development 28.32 Strengthening of sub-standard structures is continues, and the requirements for highway progressing subject to available funds. The limited structures change with existing structures being funds available for bridges not on the PRN has modified or removed, and new structures being resulted in a backlog with money having to be spent built. Proper maintenance of the bridge stock is on interim measures to avoid the imposition of imperative to ensure that the highway network is unacceptable restrictions, with no long term benefit. suitable for future needs. 28.33 Agreements have been entered into with 28.28 The level of funding received for bridge Network Rail and major strengthening work has maintenance in recent years has been substantially been carried out on three of their bridges. An higher than in previous years and has allowed additional 30 bridges owned by Network Rail require significant progress in the strengthening of strengthening. sub-standard bridges, particularly those on the Primary Route Network (PRN). However, it has not ASSET MANAGEMENT been possible to carry out all the maintenance identified as necessary to keep the bridge stock in General its optimum condition. Of the 639 bridges in 28.34 A review of the systems and processes used Birmingham that carry public roads, around 150 for bridge maintenance will be carried out in light bridges, half of which are owned by the City of the recommendations set out in the recently Council, are over 90 years old. Many of these launched Code of Practice for the Management of bridges have been modified over the years, often Highway Structures. This is the first ever in order to accommodate the ever increasing comprehensive guidance of its kind. Although based number of buried services, making them difficult on established practices, the code seeks to and costly to maintain or bring up to current harmonise practices and, in particular, the ways of standards. measuring performance. The review will include a gap analysis which will allow a programme to be 28.29 Until recently, highway structures maintained by the City Council were allocated a 'Damage Index' drawn up for the implementation of the code. based on the findings of general inspections. The 28.35 The recently installed bridge management Damage Index was calculated from scores of 1 to system will form the backbone for the asset 5 for the condition of 15 elements of a structure. management of highway structures. The system The scores were weighted to take account of the is being used for the scheduling and recording of relative importance of each element. As the inspections and assessments, and will be extended condition of a structure deteriorates, the Damage to include maintenance. Long term development Index increases. There has been a noticeable will include facilities to allow decisions to be made increase in the overall Damage Index for the regarding the optimum maintenance strategy taking highway structures owned by Birmingham City into account the possible maintenance options and Council with a rise of 7.5% from 2001 to 2003. the available funds. 28.30 A new bridge management system has been 28.36 The bridge management system will feed introduced and the condition of the bridge stock is into the asset management plan for highway now recorded in accordance with the CSS Guidance maintenance, which will feed into and be informed Note on Bridge Condition Indicators. The new by the overall Transport Asset Management Plan system will play an important role in the future asset (TAMP) for Birmingham. management of highway structures, with facilities to accommodate national proposals for performance Funding measurement. 28.37 As well as the major works on structures for strengthening and refurbishment, there is a need

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to carry out day to day maintenance to ensure that strengthening. It is anticipated that only 5 of the they are safe and that the quality of the highway highest risk structures will be strengthened during environment is maintained. This important work is the five year period of this LTP. Those not funded through revenue as the capital block strengthened will have to be managed as allocation for bridge maintenance does not provide sub-standard bridges by monitoring where sufficient resources to cover routine minor appropriate and the imposition of restrictions where maintenance. monitoring is not considered sufficient.

28.38 As discussed in Appendix 26 ‘Highway 28.41 The assessments of the load carrying Maintenance Strategy’, a Private Finance Initiative capacity of bridges owned by Network Rail are (PFI) is being developed for the future maintenance continuing. These assessments are being carried of Birmingham’s highway infrastructure, including out by Network Rail and it is anticipated that they highway structures. The current programme for the will be completed by the end of 2006. Network Rail PFI contract shows total refurbishment of the also are undertaking feasibility studies for the highway infrastructure being carried out between strengthening of their bridges found to be weak. 2007 and 2012. The PFI contract is not The feasibility studies are programmed to be programmed to start before April 2007. In the completed by the end of 2007. meantime, the programme and targets for bridge maintenance in Birmingham, as set out within this 28.42 Currently 30 bridges owned by Network Rail LTP, have been drawn up on the basis of funding have been identified as needing strengthening. It through the normal block allocations for is anticipated that a further 5 also may be found to maintenance, and no account has been taken of be weak. Only one of these bridges is located on the PFI proposals. the Primary Route Network, details of which are as follows: PROGRAMME Birchfield Road – Birchfield Road bridge Assessment and Strengthening carries the A34 over an electrified railway. The bridge also includes a pedestrian 28.39 Four bridges owned by Birmingham City subway. Both the subway and the main span Council and located on the PRN require over the railway have been identified as strengthening. It is anticipated that the requiring strengthening which has been strengthening of these bridges will be completed programmed for completion in early 2007 by the end of 2007. Details of the most significant sub-standard bridges on the PRN are given below: 28.43 Of the remaining 34 bridges, 1 is on a principal road, 13 are on other classified roads, and Tame Valley Viaduct – This is a 700 metre the remainder are on unclassified roads. Network long viaduct at the north end of the A38(M), Rail have programmed the strengthening of all their Aston Expressway. The superstructure is bridges in Birmingham to be completed by 2010. formed from several steel boxes beneath a This will be dependant on funding being available reinforced concrete deck slab. Refurbishment through the LTP to allow Birmingham City Council of the deck slab was carried out in 2004/05. to meet their contribution for these bridges, which Further work is required to strengthen the has been estimated at a total of around £8 million. steel boxes. The current estimate for strengthening is around £25,000,000 and the 28.44 The few outstanding assessments of bridges work is programmed for completion in the managed by Rail Property are programmed to be summer of 2009 completed by the end of 2006. At this stage it is Aston Bridge – Aston Bridge is a five span not expected that any of these structures will require viaduct carrying the A38 over the Aston strengthening. Expressway. The deck comprises a single steel box beneath a reinforced concrete deck Maintenance slab. A feasibility study into the strengthening of this structure is being carried out with the 28.45 Major maintenance work has been identified strengthening programmed for completion in for eight structures on the PRN with investigation the autumn of 2007 work being carried out on a further four structures on the PRN to ascertain the extent of the 28.40 A further 18 bridges not on the PRN and maintenance work required. The maintenance of owned by Birmingham City Council require

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these 12 structures is programmed to be completed by Spring 2009.

28.46 A requirement for major maintenance has been identified also for 42 bridges not on the PRN and around 5 km of retaining wall. This work is prioritised according to the risks to the highway and is carried out as funds permit.

28.47 Maintenance is an ongoing function and the works outlined above are only those that have been identified at present. Birmingham City Council is responsible for the maintenance of 460 significant bridge structures, around 27 km of retaining walls and numerous other structures such as gantries and high masts for lighting. The amount of major maintenance required for a structure is dependant on its form (e.g steel or reinforced concrete) but is likely to be required at least every 50 years. There is also a need to replace structures when they become uneconomic to maintain which, on average, would be expected after around 200 years. From this it can be seen that, in general(i), the amount of work carried out each year on the bridge stock owned by Birmingham City Council would be expected to include major maintenance to seven bridges and two replacement schemes.

Summary

28.48 The following table summarises the current status of the bridges and retaining walls on the public highway network in Birmingham.

i This does not take into account the peaks and troughs of road building which has resulted in an uneven spread in the age of the bridge stock

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Table 28.1 Birmingham City Council - LTP 2005 - Highway Structures - Status at 01/08/2005

BRIDGES LONGER THAN 1.5 METRES SPAN Rail Highway Network British Property Other Total Authority Rail Waterways Board Principal 225 24 2 4 1 256 Non-principal Total number 83 34 1 6 0 124 classified Unclassified 152 72 3 29 3 259 Principal 0 5 1 0 0 6 Number still to be Non-principal assessed for '40 0 8 1 0 0 9 classified Tonne' capacity Unclassified 0 22 1 0 0 23 Principal 41 7 0 0 0 48 Number already assessed and found Non-principal 25 12 0 0 0 36 not capable of '40 classified Tonne' capacity Unclassified 41 20 0 5 0 66 Principal 6 2 0 0 0 9 Number considered to Non-principal 6 12 0 0 0 18 need strengthening classified Unclassified 10 16 0 3 0 29 Principal Not Not Not Not Not 21 available available available available available Number considered to Non-principal Not Not Not Not Not need major structural 8 classified available available available available available maintenance Not Not Not Not Not Unclassified 12 available available available available available

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other Total length Approximately 27,000 Unknown Length still to be assessed for '40 Not available Not available Tonne' capacity Qualitative assessments have been carried out only on retaining Length already assessed and walls associated with bridge found not capable of '40 Tonne' None structures. All such assessments capacity have concluded that the wall is satisfactory Length considered to need 0 Not available strengthening

200 LTP 2006 - Appendices Bridge Maintenance

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other Length considered to need major Approximately 5,000 Not available structural maintenance

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Coventry City Council bridges, with the remaining 2 to be completed during 2005. So far, one of these bridges have Present Situation been found to be substandard. With these the full Assessment programme will be completed during 28.49 Coventry City Council’s aim is to establish 2005/06. an effective infrastructure that allows smooth movement of all traffic within environmental 28.56 There are 33 substandard structures which requirements. Recent projects have focussed on the City Council is responsible for. Some of the the retail and leisure developments with related substandard bridges are likely to be satisfactory improvements to the public transport system. with further sophisticated analysis. One Network Rail bridge is also substandard. Progress in 28.50 The Ring Road (A4053), constructed reducing this number from the 40 originally found between 1962 and 1974, forms a vital part of the during the past decade has been slow due to a Primary Route Network, as well as forming links number of factors. One is that some large with the distributors and local roads. The structures substandard structures required continuous work supporting the Ring Road require major before achieving a satisfactory standard. strengthening and upgrading to ensure that the facility is maintained. 28.57 During 2005/06 the following programme should be implemented: 28.51 The City Council is responsible for 116 road bridges, 37 pedestrian subways, 56 culverts, 6 i. Ring Road Junction 9 - Strengthening of a viaducts, 1 railway tunnel, 74 footbridges and 18 second sliproad sign gantries. A comprehensive listing of all ii. Ring Road Junction 2 - Strengthening of one retaining walls over 1.5 metres height in the City trestle has not been established due to limited resources. iii. Ring Road Junction 9 - Commencement of This is a target for 2005/06. painting renovation, the extent being dependent on available funding 28.52 The City Council has not been able to keep iv. Completion of the Assessment programme on top of the maintenance programme due to the variable funding and the concentration on PROGRAMME strengthening and upgrading of structures. As a result there has been only minor improvement in 28.58 A six year programme of strengthening, the overall condition of the structures. The City upgrading and maintenance has been prepared up Council does not, at present, have a system of to 2011, and will be reviewed each year when the defining structures’ Condition Factors. The CSS’s LTP Settlement becomes known. In drawing up Bridge Condition Indicators Guideline will be this programme, the availability of resources has adopted to establish a system from 2006. been taken into account. The priority ranking for projects has been affected when unknown factors 28.53 During 2003, part of the A45 Trunk Road were exposed. Two examples of this were the through the City was detrunked and the City Council identification of corrosion within the box beams in took over responsibility for a further 14 structures. the Junction 7 & 9 structural steelwork, and the lack The extra structures have been accounted for in of expansion capability in the slip roads of Junction this submission. 9.

28.54 The reduced level of funding will have an Priority 1 - Ring Road Junction 7 and 9 impact on the Government’s target of eliminating the backlog of maintenance on local roads by 28.59 The flyovers consist of a composite concrete 2010/11. slab and steel box beams deck. The multi-span structures have half joints at the expansion joints Assessment and Strengthening Programme and recently water was found within some of the half joints. Investigation is required to find the 28.55 The main Bridge Assessment programme extent of this problem and to prepare a scheme to of City Council bridges has been completed, rectify the defects. Estimated cost £300,000, although a further five City Council bridges not on programmed for 2006/07/08. the Assessment programme have been identified as requiring assessment. The City Council has completed the assessment of 10 Rail Network

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Priority 2 - Ring Road Junction 9 Priority 7 - Junction 5/6, Manor Road Footbridge

28.60 As for Junction 7, a complete renovation of 28.65 The footbridge has a number of substandard the paintwork to the structural steelwork is to be elements, the main one being providing a headroom carried out. The existing paint has lead pigments, clearance that is only 55mm above that for road requiring care in its removal. The opportunity will bridges. The footbridge is to be replaced to satisfy be taken to apply a different colour scheme to the standards, but also to provide an improved cycle Junction , thus bringing character to the Ring Road route into the City. As an interim, investigations will structures. Estimated cost £500,000, programmed be carried out on the possibility of lowering the road for 2006/07/08. surfacing below the bridge and to provide pier protection. Estimated cost £100,000, planned for Priority 3 - Junction 4 Viaduct 2006/07.

28.61 The London Road Flyover has continued to Programme for 2007-11 deteriorate over the years, particularly with the reinforced concrete trestles, the deck and the 28.66 The programme for this period will depend drainage system. A comprehensive project is on the outcome of the works during the previous required to ensure the flyover remains durable. few years and cannot be quantified at this point. This will take a few years to implement. Estimated cost £270,000, starting in 2005/06/07. Upgrading

Priority 4 - Lythalls Lane Railway Bridge 28.67 Preliminary Risk Assessments have been carried out on all highway / rail interfaces on the 28.62 This Network Rail owned bridge has been possibility of vehicle incursion onto the rail tracks. assessed as limited to 3 Tonne loads. Further Three sites with a Risk Ranking of 90 or more have investigation is required to establish the best option, been identified and thus require upgrading. but some strengthening will be required. Although the bridge is not on a bus route, it does serve 28.68 The completion of the Assessment important industrial and residential areas. Programme including any sophisticated analysis Estimated cost £150,000, programmed for will lead to a programme for the remaining 2006/07/08. substandard structures. They may require strengthening or traffic management, with weight Priority 5 - Ring Road Junction 2/3 Viaduct restrictions only being considered as a last resort. It is proposed to complete this programme during 28.63 Subject to a policy decision about the future 2006/07 to 2010/11. In the meantime the structures of the viaduct, the last of the major trestle repair will be monitored. projects will be implemented. On completion a comprehensive monitoring system will be erected 28.69 During the Assessment Programme, to ensure that the viaduct trestles will maintain their numerous bridges were found to have sub standard integrity and durability for many years to come. An parapets and verges which require to be upgraded. essential part of the project will be to upgrade all However, due to the limited resources, these have defective carriageway joints and to improve the been placed at a lower priority ranking and will be parapets. Estimated cost £500,000, programmed developed during 2006/07 to 2010/11. for 2006/07/08/09.

Priority 6 - Junction 2, White Street Subway

28.64 This structure has been identified as substandard, capable of supporting 3T. The structure is regularly inspected to ensure there are no serious defects developing. The structure will be strengthened to support standard highway loading subject to the policy decision as outlined above. Estimated cost £50,000, programmed for 2006/07.

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Table 28.2 Coventry City Council - LTP Programme for 2004/06 - Highway Structures

BRIDGES LONGER THAN 1.5 METRES SPAN Highway Railtrack Rail British Other Total Authority Property Waterways Board Principal 59 1 0 0 0 60 Non-principal Total number 37 2 0 0 0 39 classified Unclassified 113 11 0 4 0 128 Principal 0 1 0 0 0 1 Number still to be Non-principal assessed for '40 0 0 0 0 0 0 classified Tonne' capacity* Unclassified 5 1 0 0 0 6 Principal 13 0 0 0 0 13 Number already assessed and found Non-principal 0 1 0 0 0 1 not capable of '40 classified Tonne' capacity Unclassified 22 0 0 0 0 22 Principal 8 0 0 0 0 8 Number considered to Non-principal 0 1 0 0 0 1 need strengthening classified Unclassified 2 0 0 0 0 2 Principal 10 0 0 0 0 10 Number considered to Non-principal need major structural 0 0 0 0 0 0 classified maintenance Unclassified 10 0 0 0 0 10

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other Total length Not available Not available Length still to be assessed for '40 Not available Not available Tonne' capacity Length already assessed and Only those retaining walls adjacent to None found not capable of '40 Tonne' bridges have been qualitatively capacity assessed. All have been found satisfactorily Length considered to need None None strengthening Length considered to need major Not known Not known structural maintenance * Refers to the carrying capacity of 40 Tonnes or 11.5 Tonnes per axle

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AUTHORITIES SHOULD PROVIDE INDIVIDUAL DETAILS OF ALL SCHEMES ON PRIMARY ROUTE NETWORK AND ANY OTHER SCHEMES OVER £1M Proposed Proposed Estimated Owner of On action# start/finish costs structure PRN? dates Yes /No Bridges Junction 9 Ring-road Strengthening 6/2006-11/2006 £150,000 Coventry City Yes Council Junction 7 Ring-road Strengthening 7/2007-10/2007 £150,000 Coventry City Yes Council Junction 9 Ring-road Maintenance 4/2006-11/2008 £500,000 Coventry City Yes Council Junction 4 Ring-road Maintenance 4/2005-10/2007 £270,000 Coventry City Yes Council Lythalls Lane Rail Bridge Strengthening 6/2006-10/2008 £150,000 Network Rail No Junction 2/3 Ring-road Strengthening 7/2006-10/2009 £500,000 Coventry City Yes Council Junction 2 Ring-road Strengthening 6/2006-8/2006 £50,000 Coventry City Yes Council Junction 5/6 Ring-road Maintenance 6/2006-11/2006 £100,000 Coventry City Yes Council Retaining walls #Proposed action e.g. strengthening, structural maintenance Notes a) The above details include 6 viaducts, not allowing for any underbridges, and one tunnel. b) The above does not include the expected A45 detrunked structures, planned to be added during 2003.

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Dudley Metropolitan Borough Council 28.80 Revising of the earlier assessments to take account of revisions to the standards and an update Present Situation of BA79 Management of Sub-standard Bridges is progressing. 28.70 In line with the publication of the Council Plan 05/06 the bridge strategy of preserving the Strengthening Programme existing highway network is a main activity in the maintenance of the physical infrastructure and 28.81 A programme of work has been drafted for regeneration of the Borough. all of our major bridges and Network Rail / British Waterways bridges carrying adopted roads. 28.71 The Borough is now responsible for 78 major bridges, 74 culverts and footbridges, 185 retaining 28.82 The main difficulties with keeping to any walls, 84 lengths of safety fence, 7 gantries and programme is balancing the long lead in time 203 sets of highway steps. required for bridge strengthening together with the priorities and financial regimes of Network Rail and 28.72 There is also a watching brief on 64 railway British Waterways. bridges - 29 on adopted roads and 40 canal bridges with 11 on adopted roads. 28.83 The current programme is based on the earlier prioritisation ranking scheme which has been 28.73 The increase in the level of funding for modified to take into account the requirements in bridges this year has led to a significant increase the LTP2 guidance. in the works carried out including a start on work on some of the major retaining walls. Programme

28.74 The inventory of the basic information on all 28.84 With regard to the progress of bridges since of our structures is nearing completion and this will the 2003 LTP the replacement of Brettell Lane provide a good start for the preparation of the Bridge was completed in September 2003 and St Highway Structures Asset Management Plan which Anne’s Road Bridge in February 2004. is in the early days of development. 28.85 In 2004/05 work was carried out on mainly Retaining Walls design and preparation for schemes to be completed in this year. 28.75 Due to the physical nature of the Borough there are a large number of highway retaining walls 28.86 Work has now begun on site on the two many of which are old masonry / slag walls which bridge schemes Tipton Road Rail Bridge and are deteriorating rapidly. Gawne Lane Bridge for 2005/06 with works due to commence soon on a further large retaining wall 28.76 A priority ranking system similar to that reconstruction. produced for the major bridges has been set up for looking at the retaining walls. Road over Rail Safety

28.77 Work is also continuing on the assessment 28.87 The detailed assessments carried out in of walls for the 40 tonnes A.L.L. and in looking at conjunction with Network Rail has only identified the provision of suitable parapets. one further scheme where additional protective measures are required and this is the subject of 28.78 Work is being carried out on two of the higher discussions with Network Rail at present. priority schemes in 2005/06 with further works proposed for 2006/07.

Assessment Programme

28.79 Work is still being carried out by Network Rail on one of their bridges refining the analysis however reports have now been received on two bridges which were BD21 failures. These results will need to be fully integrated into the priority ranking system.

206 LTP 2006 - Appendices Bridge Maintenance

Table 28.3 Dudley Metropolitan Borough Council - LTP Programme for 2005/06 - Highway Structures

BRIDGES LONGER THAN 1.5 METRES SPAN Rail Highway British Railtrack Property Other Total Authority Waterways Board Principal 24 7 0 3 - 34 Non-principal Total number 4 4 0 1 - 9 classified Unclassified 19 18 1 6 - 44 Principal 0 0 0 0 - 0 Number still to be Non-principal assessed for '40 0 0 0 0 - 0 classified Tonne' capacity* Unclassified 0 0 1 0 - 1 Principal 1 1 0 1 - 3 Number already assessed and found Non-principal 0 1 0 1 - 2 not capable of '40 classified Tonne' capacity Unclassified 7 3 0 3 - 13 Principal 1 1 0 0 - 2 Number considered to Non-principal 0 1 1 1 - 3 need strengthening classified Unclassified 6 3 0 2 - 11 Principal 10 1 0 1 - 12 Number considered to Non-principal need major structural 3 2 0 0 - 5 classified maintenance Unclassified 8 4 0 1 - 13

RETAINING WALLS (length to be quoted in metres) Highway Authority Other Total Length 9283 (185 No. walls) - Length still to be assessed for '40 2000 - Tonne' capacity Length already assessed and found not capable of '40 Tonne' 250 - capacity Length considered to need 1175 - strengthening Length considered to need major 1500 - structural maintenance * This refers to the carrying capacity of 40 Tonnes or 11.5 Tonnes per axle

LTP 2006 - Appendices 207 Bridge Maintenance

AUTHORITIES SHOULD PROVIDE INDIVIDUAL DETAILS OF ALL SCHEMES ON PRIMARY ROUTE NETWORK AND ANY OTHER SCHEMES OVER £1M Indicate Primary Strengthening or Structure Route Cost Major Date Name (i.e. road £ Maintenance number) (>£50,000)

High Street, Wordsley A491 Strengthening 275,000 2005/06 Glasshouse, Wordsley A491 Strengthening 300,000 2010/11 Furnace Lane Subway, A458 Strengthening 100,000 2011/12 Halesowen New Road Subway, Halesowen A458 Strengthening 100,000 2011/12 Road over Rail Bridges Various Strengthening 50,000 2006-09 Various Retaining Walls Various Strengthening 350,000 2006-09

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Sandwell Metropolitan Borough Council is now a considerable backlog of vital maintenance works to be carried out to prevent deterioration of STATUS the network. Redirection of resources from strengthening to maintenance is desirable but has Present Situation not been possible due to low settlements.

28.88 The Bridge Register contains 180 highway 28.94 Having established those bridges on the bridges and subways in the Council’s ownership. network where a weight restriction is acceptable, An additional 85 highway bridges are owned by those where it is not and carried out strengthening Statutory Transport Undertakers such as Network works where necessary, the strategy for bridge Rail, British Rail Property Board and British maintenance will be to maintain the established Waterways. network without further weight restrictions.

28.89 The programme of bridge inspections which 28.95 The programme of expenditure on is in place consists of principal inspections carried assessments, strengthening and maintenance from out every 6 years, general inspections every 2 2006 to 2011 is included with the general strategy years, and special inspections of structures, such afterwards. as cast iron bridges suffering continuing deterioration, carried out at a frequency determined Assessment Programme on an individual basis. 28.96 Of the Council owned structures, 55 required 28.90 From 1st April 2003 the method of recording assessment under Stage 1 of the assessment bridge inspections detailed in the documents programme and a further 42 required assessment prepared by WS Atkins Consultants Ltd on behalf under Stage 2. of the CSS Bridges Group was adopted in order to develop Bridge Condition Indicators. 28.97 The strategy, on establishment of the assessment programme, was to ensure that all 28.91 The condition of the subways has a very high structures requiring assessment would be assessed profile in Sandwell because they are subject to a by the end of 1998 so that weight restrictions could high level of vandalism, e.g graffiti written or painted be applied if any necessary strengthening works on walls and damage caused to steps, handrails could not be completed before the introduction of and joint sealant. As a result, maintenance works 40 tonne traffic on 1st January 1999. are required at intervals of no more than 5 years and much investigation of vandal-proof products 28.98 All initial assessments of Council owned has been carried out. Long-term success in structures met the completion target although some reducing the effects of vandalism is now being load testing and / or further analysis has been achieved after major subway refurbishment has carried out, since the end of 1998, where initial been carried out. All the major subways and results were considered to be unrealistic. bridges where graffiti has previously been a problem now have anti-graffiti coatings and maintenance 28.99 It was equally important that the assessment contracts where removal of graffiti is carried out at of highway structures not owned by the Council be regular intervals. completed by the end of 1998 and a programme was established to meet that target. That 28.92 Consultation has taken place with the public programme was met with the exception of Network to determine the most suitable long term solution Rail owned structures, which fell behind programme to subways requiring strengthening or extensive because of delays that included the Approval maintenance work revealing concerns over crime Authority’s delayed agreement to the submitted and length of route walked to cross the road. 14 Approval in Principal documents and the final subways have been infilled and replaced with results. The Network Rail bridge assessments surface level crossings and it is anticipated that programme is now complete. Final agreement of more subways will be infilled over the next seven the results of the assessments between Network years. Rail, their consultants and the Council has been reached and the course of action required is 28.93 Expenditure over the last 17 years has been known. Negotiations are currently underway directed towards the bridge assessment and between the Council and Network Rail on funding strengthening programme with only maintenance apportionment for the strengthening of some of works of an urgent nature being carried out. There these bridges failed their assessments.

LTP 2006 - Appendices 209 Bridge Maintenance

28.100 The cost of assessments has been found the assessment. These failed the assessment due to be above published national average figures for to the inadequate capacity of the thin concrete the work, principally because of the lack of bridge section. Close monitoring of this bridge is in place. records, in particular contemporaneous calculations Since strengthening of all other structures along and drawings. Newton Road is now complete, strengthening of this bridge as soon as possible would not render Strengthening Programme previous works on other sites along this route worthless. 28.101 Complete reconstruction of a bridge is often the only viable solution when it is below standard, Priority 2 - Lower High Street Bridge especially given the heavy industrial base of this area. Several bridges have required complete 28.106 The Structure carries Lower High Street, reconstruction and the percentage of below Wednesbury, over a disused South Staffordshire standard bridges reconstructed rather than line between Walsall and Dudley. Although strengthened is similar to the national average currently disused, this is a potential Metro Line 3 included in ‘The Assessment of Highway Bridges and / or heavy rail freight line. Assessment for this and Structures Census and Sample Survey’ bridge has now been completed under Railtrack published by the Department of Transport in 1987. Bridgeguard 3 Joint Venture Agreement. The Following the findings of the assessments so far assessment results fail to meet BD21 with a 3 tonne completed, many of the bridges have been ALL capacity governed by the bending capacities strengthened or replaced and the design of of the two main girders. The two girders in question strengthening / replacement work for others is in are close to the centre of the carriageway and progress. support a service bay holding 4 gas mains. Discussions with Network Rail are currently being 28.102 In addition to the criteria identified in the held for agreeing strengthening options, which are Bridge Strengthening Introduction the following economically most advantageous to achieve the criteria specific to Sandwell has been used in Council’s aspirations for a 40 tonne live load developing a strategy for the prioritisation of all capacity. necessary strengthening or reconstruction works. Priority 3 - Popes Bridge 28.103 Availability of funding from other sources - when contributions have been available from other 28.107 Popes Bridge carries Bridge Street over the sources for strengthening schemes, work is Wolverhampton level of the Birmingham Canal in advanced to suit other priorities, e.g Jewellery Line Smethwick. Bridge Street is in the middle of an Project in partnership with Railtrack. area of heavy industry and carries a higher than average proportion of heavy goods vehicles. Two 28.104 Future construction of the Midland Metro other structures in Bridge Street, Rolfe Street and from Wednesbury to Merry Hill combined with the Engine Bridge, have been replaced and reopening of part of the line as a freight line means strengthened respectively in recent years. four bridges in Sandwell will require reconstruction: Strengthening of Popes Bridge is now required to complete all work in Bridge Street. New Road Bridge over railway Horseley Road Bridge over railway Priority 4 - Safety at Road over Railway Lower Church Lane Bridge over railway Park Lane East Bridge over railway 28.108 Following the Great Heck (Selby) accident, authorities were required to determine the risk of a PROGRAMME road vehicle incursion onto the railway at bridges and other sites where the highway is adjacent the Priority 1 - Newton Road Bridge over Railway railway in terms of a risk ranking. There are 26 bridge sites and 12 other sites in Sandwell falling 28.105 The bridge carries the A4041 Newton Road, within this requirement and the risk ranking exercise West Bromwich, over the Grand Junction Railway has now been completed. Although the ranking Line and is on the Primary Route Network as well formula provides only a guide to whether or not as being on a motorway diversion route. The 24 work is necessary, it is apparent that a large number hour 2 way HGV flow (over 7.5 tonnes) over this of sites require protection work to be carried out. bridge is 820. As the abutments and wingwalls A sum of £255,000 has been included in the bid for exhibited signs of distress these were included in that work.

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Priority 5 - Brades Hall Bridge Priority 8 - Rolfe Street Bridge

28.109 -Brades Hall Bridge carries the A457 Dudley 28.112 Rolfe Street Bridge is in the North Road East over the Birmingham Canal Lower Smethwick area of Sandwell.M.B.C. and carries Branch, which is the main arterial road between the Rolfe Street over the Birmingham to Wolverhampton towns of Oldbury and Tipton, feeding a number of Rail Line. This Network Rail owned bridge is a other roads which lead to industrial estates without single spanned structure has a deck that comprises alternative access. The structure is owned by of wrought iron girders with plates supported by British Waterways who carried out the assessment brick abutments. The result of the BD21 of this bridge through their consultants. The bridge assessment reveals the capacity of the bridge capacity has been assessed as having less than 3 between 7.5 tonnes and 17 tonnes ALL. The BE4 tonnes assessment live loading. Closure of this assessment shows the bridge passing at 24 tonnes. bridge cannot be contemplated due to the grave Strengthening options for this bridge are currently socio-economic impact that this will have on the being investigated with a view to reaching an area. agreement with Network Rail for a strengthening option that is economically most advantageous. Priority 6 - Brasshouse Lane (North) Bridge As the bridge passes its BE4 assessment and hence Network Rail’s liability for 24 tonnes, funding 28.110 This bridge carries Brasshouse Lane over for the strengthening of this bridge be through the the Wolverhampton level of the Birmingham Canal. Council’s LTP settlement. The importance of Brasshouse Lane to a considerable number of businesses in North Smethwick was elevated following the introduction of traffic management measures along Lewisham Road which did serve as an alternative route for traffic. The structure is owned by British Waterways who carried out the assessment of this bridge through their consultants. The assessment has indicated the deck has a live load capacity of 17 tonnes only. A weight restriction cannot be considered as a large number of HGVs now use this preferred route, following the above traffic management measures. The Council managed to secure funding in excess of £1.0m from the Heritage Lottery Fund and European Regional Development Fund for environmental improvements along the Smethwick Canal Basin in order to restore the heritage of this area. Work which commenced in 2001 for a period of two years included the restoration of a number of other structures in the vicinity of this bridges. The strengthening of this bridge would be complementary to these other works.

Priority 7 - Soho Street Bridge over Railway

28.111 Soho Street Bridge carries Soho Street, Smethwick, over the Birmingham to Wolverhampton Railway Line. The bridge is a single span structure consisting of prestressed concrete beams. The assessment of this Network Rail owned structure has produced a capacity of 17 tonnes for the carriageway section of the deck. Since 40 tonnes loading is required for this route Network Rail and the Council will jointly funding a strengthening feasibility study.

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Table 28.4 Sandwell Metropolitan Borough Council - LTP Programme for 2004/06 - Highway Structures

BRIDGES LONGER THAN 1.5 METRES SPAN Rail Highway British Railtrack Property Other Total Authority Waterways Board Principal 62 8 0 11 0 81 Non-principal Total number 21 5 0 1 0 27 classified Unclassified 77 18 0 19 0 114 Principal 0 3 0 0 0 3 Number still to be Non-principal assessed for '40 0 0 0 0 0 0 classified Tonne' capacity* Unclassified 0 3 0 0 0 3 Principal 20 3 0 2 0 25 Number already assessed and found Non-principal 6 2 0 0 0 8 not capable of '40 classified Tonne' capacity Unclassified 2 6 0 2 0 10 Principal 11 8 0 1 0 20 Number considered to Non-principal 0 2 0 0 0 2 need strengthening classified Unclassified 24 16 0 1 0 41 Principal 8 0 0 0 0 8 Number considered to Non-principal need major structural 3 0 0 0 0 3 classified maintenance Unclassified 13 0 0 0 0 13

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other Total Length 4,000 (estimated) Length still to be assessed for '40 0 Tonne' capacity Length already assessed and found not capable of '40 Tonne' 0 capacity Length considered to need 400 strengthening Length considered to need major 1,000 structural maintenance * This refers to the carrying capacity of 40 Tonnes or 11.5 Tonnes per axle

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AUTHORITIES SHOULD PROVIDE INDIVIDUAL DETAILS OF ALL SCHEMES ON PRIMARY ROUTE NETWORK AND ANY OTHER SCHEMES OVER £1M Proposed Proposed Estimated Owner of On PRN? start/finish action# costs structure Yes/No dates Bridges Sandwell Newton Road Rail Strengthening 8/2006-6/2007 £425,000 Yes MBC Network Soho Street over Rail Reconstruct 2007/08 £1,421,000 No Rail Retaining walls #Proposed action e.g. strengthening, structural maintenance

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Solihull Metropolitan Borough Council will allow national performance indicators to be collected. Present Situation Assessment and Strengthening Programme 28.113 The Solihull Metropolitan Borough Council (SMBC) is responsible for the maintenance of 227 28.117 The programme for the assessment of all highway structures of various types, which form a road bridges, including those in the ownership of vital and integral part of the overall highway the Statutory Transport Undertakers, was completed infrastructure of the Borough. The number of in 2003. structures for which the Authority is responsible, continues to increase in response to changes to 28.118 Revisiting the assessments of the structures the road network as a resulting of regeneration, carried out at the start of the programme together new developments and the changing needs of the with those on abnormal load routes which have no local community. These changes can also result HB capacity will also be required in order to take in structures off the PRN being exposed to into account revisions to the standards and updated increased traffic loading, and thus accelerated rates condition information. of deterioration, requiring higher levels of 28.119 Progress has been made on the maintenance expenditure. assessment of retaining structures adjacent the highway. A collection of the asset data for these 28.114 In addition to the general inventory increases, the detrunking of the section of the A45 structures is to be carried out in 2006/07 and from the Coventry City Council boundary to the incorporated in to the new bridge management Stonebridge flyover has resulted in 16 additional system. structures being included under the maintenance 28.120 At present there are four bridge decks umbrella of Solihull. These additional structures remaining which require strengthening, of which have a disproportional high maintenance cost in two are in the ownership of SMBC with the comparison to the remaining bridge stock due the remainder being owned by the Statutory Transport nature of the road and the structure type. Three of Undertakers. It is anticipated that the two remaining the bridges being post tensioned, increasing the structures owned by Solihull will be strengthened Authority’s inventory of this type of structure by by 2008, subject to available funding. For the two 30%. Also within the Borough there are 22 other remaining structures owned by Statutory Transport highway structures in the ownership of the Statutory Undertakers, one is presently being reassessed, Transport Undertakers, i.e Network Rail and British with the other having a permanent weight restriction Waterways. Investment in this asset is essential imposed. to ensure the long term future viability of the road network. 28.121 A number of other SMBC structures fail to comply with current requirement for parapets and 28.115 The funding received has allowed the it is intended that remedial works to all structures assessment and strengthening programme to on major road roads or those considered to pose progress well with two strengthening projects being a significant risk to public safety will be completed complete in year 2004/05. However, the age of the by 2011. funding allocation permitting. bridge stock is increasing, with a number approaching a watershed position, and without Asset Management significant maintenance investment to halt the continued deterioration they will reach a point where 28.122 We at present undertaking a full review of reconstruction would be the cost effective the Authority’s highway asset management strategy alternative. and have appointed Opus International Consultants (UK) Ltd to assist in this process. 28.116 A new bridge management system is in the process of being introduced and will be fully 28.123 It is proposed that an asset management operational by the end of financial year 2005/06. plan is prepared for each asset group and these This new system will allow the condition of the will feed into the overall Transport Asset bridge stock to be recorded in accordance with the Management Plan (TAMP) for the Borough. CSS Guidance on Note on Bridge Condition Indicators. It is proposed this condition data will be 28.124 As part our overall review of structures asset utilised to prepare an asset management plan and management, we are also determining the effect on the Authority’s current maintenance procedures

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of the recommendations of the recently published 28.131 The estimated expenditure profile will be Code of Practice for Highway Structures. It is as follows: proposed that an action plan be prepared for the implementation of the code as soon as possible, £500k (programme to be confirmed) funding allocation permitting. 28.132 Rumbush Lane Railway Bridge is located 28.125 The proposed bridge management system adjacent to Earlswood station and carries the will form the backbone of our asset management unclassified Rumbush Lane over the Stratford on plan and will retain core information for each Avon branch line. The structure is owned by structure, together with assessment, inspection and Network Rail, however assessment shows that the maintenance records including expenditure bridge passes their legal liability. information. It is proposed that the system is interfaced geographically and that inspection data 28.133 The structure at present carries a temporary is live updated via handheld PC on site. weight restriction of seventeen tonnes, however, the enforcement of this restriction has presented Assessment and Strengthening Programme difficulties.

28.126 The one remaining Solihull owned structure 28.134 At present further exploratory work and on the PRN route is located on the A45 Coventry assessment is being undertaken based on new Road and carries the westbound carriageway over information provided by Network Rail to determine the West Coast main line. Assessment identified if composite action can be assumed. If this proves this structure as being substandard, capable of positive then by undertaking repairs to the main supporting only 20 tonnes. The structure will be beams the weight restriction may be removed. strengthened to support standard highway loading, at the same time being widened to give improved 28.135 However, if this further exploratory work access into Birmingham International Airport (BIA). does not indicate that repairs are adequate, and in The works will be undertaken in partnership with light of the existing condition of the structure, It is BIA who will provide supplemental funding to any considered that the most cost-effective alternative allocation in line with their access requirements. would be re-decking. We are presently in discussions with Network Rail to determine 28.127 The estimated expenditure profile will be estimated costs. as follows. 28.136 The following estimated expenditure profile £630k for 2006/07, £620k for 2007/08 is based on the assumption that exploratory works (committed) proves positive, and further supplementary bids may be required at a later date: 28.128 Barston Lane bridge carries the unclassified Barston Lane over the . The structure £40k for 2005/06, £150k for 2006/07 currently has a weight restriction of 7.5 tonnes imposed. However, the last inspection indicated 28.137 Currently 45 Solihull structures fail to comply significant displacement of the masonry arch and with current requirement for parapets and it is the structure is currently being managed in intended these structures are risk assessed and accordance with the Department of Transport prioritised. Parapets will be replaced or secondary guidance for The Management of Sub-Standard restraint measures will be installed to all structures Highway Structures. on major road roads or those posing a significant public hazard as indicated via the risk assessment 28.129 Installation of interim strengthening process. measures are considered unacceptable at this location due to the flooding problems within the 28.138 SMBC has identified 18 separate locations locale and any further reduction of the main channel with a potential road / rail conflict with five of these would only exacerbate the current flooding problem. locations being owned and maintained by Solihull; the remainder being owned by Network Rail. 28.130 It is proposed a feasibility / options report is prepared and the bridge is replaced as soon as 28.139 We are at present in discussion with funding allocation permits. Network Rail to agree joint funding for the five highest ranked sites.

LTP 2006 - Appendices 215 Bridge Maintenance

Maintenance

28.140 Major maintenance work at present has been identified for one structure located on the PRN. It proposed that this maintenance work be undertaken as part of the strengthening of the A45 Coventry Road Bridge.

28.141 Major maintenance has been identified for 20 bridges not on the PRN. This work is prioritised according to the risks to the highway and is carried out as funds permit.

Summary

28.142 The following table summarises the current status of the bridges and retaining walls on the public highway network in Solihull.

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Table 28.5 Solihull Metropolitan Borough Council - LTP Programme for 2005/06 - Highway Structures

BRIDGES LONGER THAN 1.5 METRES SPAN Rail British Highway Railtrack Property Waterways Other Total Authority Board Board Principal 66 1 0 0 0 67 Non-principal Total number 22 1 0 2 0 25 classified Unclassified 137 10 0 8 0 155 Principal 0 0 0 0 0 0 Number still to be Non-principal assessed for '40 0 0 0 0 0 0 classified Tonne' capacity* Unclassified 0 0 0 0 0 0 Principal 1 0 0 0 0 1 Number already assessed and found Non-principal 0 0 0 0 0 0 not capable of '40 classified Tonne' capacity Unclassified 1 1 0 1 0 3 Principal 1 0 0 0 0 1 Number considered to Non-principal 0 0 0 0 0 0 need strengthening classified Unclassified 1 1 0 1 0 4 Principal 1 0 0 0 0 0 Number considered to Non-principal need major structural 8 3 0 0 0 11 classified maintenance Unclassified 12 0 0 0 0 12

RETAINING WALLS (length to be quoted in metres) Highway Authority Other Total Length 20m Length still to be assessed for '40 0 0 Tonne' capacity Length already assessed and found not capable of '40 Tonne' 20m 0 capacity Length considered to need 20m 0 strengthening Length considered to need major 0 0 structural maintenance * This refers to the carrying capacity of 40 Tonnes or 11.5 Tonnes per axle

LTP 2006 - Appendices 217 Bridge Maintenance

AUTHORITIES SHOULD PROVIDE INDIVIDUAL DETAILS OF ALL SCHEMES ON PRIMARY ROUTE NETWORK AND ANY OTHER SCHEMES OVER £1M Proposed Estimated Owner of On PRN? Proposed action start/finish costs structure Yes/No dates Bridges A45 Coventry Road Rail Bridge Strengthening 2006/08 £1,250,000 SMBC Yes Retaining walls #Proposed action e.g. strengthening, structural maintenance

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Walsall Metropolitan Borough Council form below. However, it is anticipated that a full inventory and assessment of these walls will be Present Situation carried out in 2005/06.

28.143 The Council are responsible for the 28.148 Following yet another poor settlement maintenance of 110 road bridges and culverts of announced in December 2004, it is likely that the which, 92 were included within the assessment and Council will have to use funding from elsewhere strengthening programme. The remainder have within the LTP to meet its commitments to the been reconstructed within the last ten years. There scheme at Wednesbury Road, the site works for are also 61 road bridges in the ownership of the which were completed in December 2004. The Statutory Transport Undertakers, Network Rail indicative level of funding does not allow another (formerly Railtrack), British Rail Property Board and major strengthening scheme to be planned before British Waterways. 2007/08 and therefore the bids for both 2005/06 and 2006/07 have been increased above the 28.144 The overall condition of the Council owned indicative levels. The alternative would be use the bridge stock is good, with principal bridge minimal resources indicated for 2005/06 and inspections being undertaken every 6 years and 2006/07 to undertake design in advance of general inspections every 2 years. Other strengthening works, imposition of weight inspections are undertaken as and when necessary, restrictions and other interim measures, in the e.g following damage resulting from accidental anticipation that future settlements may allocate vehicular impact. realistic levels of funding for the strengthening of non-PRN bridges. 28.145 In the last few years, with the national emphasis on allocations being given to the Primary 28.149 It is estimated that in excess of £8.0 Million Route Network (PRN), the levels of funding will be required to complete the strengthening of allocated to Walsall Metropolitan Borough Council the 8 sub-standard bridges within the Borough by have been very low. This policy has not allowed 2010/11. At the current levels of allocations it is any progress to be made on the strengthening of anticipated that the strengthening programme will sub-standard bridges within the Borough, none of not be completed until well after this date. which are on PRN. Low levels of funding has also forced the Council to use resources from it’s PROGRAMME Revenue budget to carry out the routine maintenance needed to keep the bridge stock in Priority 1 - Bilston Lane (B4590- Local Road) optimum condition. 28.150 This bridge is currently owned by Network Assessment and Strengthening Programme Rail and following an assessment in 1995/96, results received by the Authority have indicated that 28.146 The programme for the assessment of all the both the carriageway and footway deck beams, road bridges, including those in the ownership of to the original structure, have a capacity rated at the Statutory Transport Undertakers, was completed 'dead load only'. However, the newer deck structure in 2001/02. Of the 8 bridges which now requiring is rated at Group 2 Fire Engines for the carriage strengthening, all but one, are in the ownership of way and 3 tonnes for the footway. Various attempts the Statutory Transport Undertakers, mainly at further analysis and core testing have been Network Rail. All of these Statutory Transport unsuccessful in improving either of these capacities Undertakers bridges satisfy the requirements of the and therefore a scheme to strengthen or replace Transport Act 1968, and therefore the Undertakers both decks needs to be progressed. Network Rail have no liability to contribute to their strengthening. have indicated that this bridge meets their The lack of funding to strengthen these bridges has loadbearing obligations and they therefore do not resulted in the need to impose weight restrictions intend undertaking any strengthening works. and other interim measures, which in several cases However, the Council are currently in discussions has a significant effect on the surrounding highway with Network Rail regarding the possibility of their network. framework Contractor carrying out a strengthening scheme, which would need to be fully funded by 28.147 Little progress has been made on retaining the Council. The cost of strengthening has been walls, mainly due to the current lack of recorded initially estimated at £1.1M, but the lack of funding data. This has resulted in ‘not known’ being entered means it is unlikely that any work could commence in some areas of the retaining wall section of the until 2006/07. A feasibility study is to be undertaken

LTP 2006 - Appendices 219 Bridge Maintenance

to determine the way forward together with a more Fairground operators, and this limit undoubtedly accurate estimate. restricts their access options, forcing quite large vehicles into a residential area. Strengthening of 28.151 This road serves the heavily industrialised this bridge would allow a more environmentally Willenhall area and offers a direct link onto the acceptable route to be used. Black Country Route and thereafter the Motorway Network. Priority 6 - York’s Bridge, Norton Road (B4154 - Local Road) 28.152 Given the delays in the commencement of any strengthening works, Network Rail have now 28.157 This bridge is currently in the ownership of requested a weight restriction of 7.5 tonnes, which British Waterways. It is at present subject to a 10 will be imposed as soon as the necessary Traffic tonne weight restriction, which appears to be Regulation Orders are in place. This restriction will regularly abused, resulting in further deterioration. have a severe impact on the local highway network. Following a request by this Council, BWB re-assessed the capacity of their bridge and Priority 2 - Corporation Street West (Local) currently do not consider that any change to the limit is required. 28.153 This bridge is currently in the ownership of Network Rail. It was assessed as part of the 28.158 Poor vertical and horizontal alignment 1996/97 Programme and preliminary results indicate together with a narrowing of the carriageway has the deck has zero capacity. Given the delays in resulted in numerous unrecorded damage only the commencement of any strengthening works, accidents. The volume of traffic over the bridge is Network Rail have now requested a weight approximately 8,000 vehicles per day, including the restriction of 7.5 tonnes, which will be imposed as HGV’s ignoring the weight restriction. It is likely soon as the necessary Traffic Regulation Orders that there would be an increase in use by HGV’s, are in place. They are currently undertaking a BE4 if this bridge were strengthened. assessment to establish their liabilities. This restriction will have a severe impact on the already 28.159 The proposed scheme involves congested vehicular access to both the adjacent reconstruction of the bridge together with the Town Wharf and Premier Business Parks. realignment of the highway further away from the adjacent public house. The existing brick arched Priority 3 - Leamore Lane Railway Bridge (Local) bridge will then be demolished allowing an access to the canal to be formed. The scheme has the 28.154 This bridge is currently in the ownership of backing of BWB and the new scheme will be made Network Rail. It was assessed as part of the sympathetic to its rural environment. Preliminary 1999/00 Programme and preliminary results indicate discussions have taken place regarding a financial the deck has a capacity of 17 tonnes. Network Rail contribution from BWB. have not to date requested any weight restriction. However, following completion of a BE4 28.160 This bridge by its location provides an assessment it anticipated that, Network Rail will important link for both commuter and commercial request that such a weight restriction be imposed. traffic onto the northern edge of the highway network. Removal of the weight restriction would Priority 4 - Bentley Lane (Other) allow this route to provide a useful alternative route to the A34, which within the north of Walsall 28.155 This bridge is in the ownership of British generally passes through urban and semi-urban Waterways. Following an assessment undertaken landscape. by their Consultants, they have recently requested a 17 tonne weight restriction. The bridge is adjacent 28.161 In recent discussions with Staffordshire to an industrial area and the imposition of such a County Council they have indicated that they are limit will undoubtedly restrict the access options in the early stages of designing a scheme to available to it’s occupiers. reconstruct the BWB owned bridge in Lime Lane. Lime Lane is an extension of Norton Road which Priority 5 - Goscote Lane Bridge (Other) links directly onto Watling Street (A5(T)). The 28.156 This bridge is in the ownership of British County Council have currently programmed a site Waterways and is at present subject to a 3 tonne start date for this work in late 2006/07. This other weight restriction. The bridge is adjacent to the bridge is not at present subject to any weight Showman’s Guild, the winter storage area for restrictions, however, there have previously been

220 LTP 2006 - Appendices Bridge Maintenance

discussions between BWB and the County Council Bridge Maintenance regarding the possibility of a 7.5 tonne restriction for this bridge. The County Council and BWB 28.167 The Council’s maintenance strategy has currently rely on the restriction at York’s Bridge to developed in parallel to the assessment protect the other bridge from overloading. programme. Work on waterproofing and minor structural defects identified in the assessment Darlaston Strategic Development Area (SDA) reports of bridges meeting the 40 tonne standard have been undertaken as part of the maintenance 28.162 Funding for this scheme is being secured programme, alongside the general repairs resulting from elsewhere within the LTP. As an integral part from annual inspections. This work is prioritised, of the scheme two bridges in Bentley Road South taking into account primarily safety aspects, but will be re-constructed. Bentley Road South is to also the long term future of the structure within the be utilised as one of the means of access to the bridgestock. The Council currently utilises Revenue Development Area. The scheme is being promoted funding to continue this strategy. by the Council in partnership with the Walsall regeneration Company and Advantage West Midlands.

Bentley Road South Canal Bridge (Local)

28.163 This bridge is currently in the ownership of British Waterways and has a temporary 17 tonne weight restriction imposed upon it.

Bentley Road South Railway Bridge (Local)

28.164 This bridge is currently in the ownership of Network Rail. It was assessed as part of the 1996/97 Programme and Network Rail requested the imposition of a 17 tonne weight restriction. As a temporary measure the Council have funded the temporary propping of the weak disused span, however, there are proposals by an adjacent industrial company to install a railway siding which would need to utilise this span. The current propping agreement with Network Rail expired in May 2005 and they may at any time request the removal of the propping together with the imposition of the weight restriction.

28.165 There are currently industrial premises located between the above two bridges, which have no other means of access, the simultaneous imposition of weight restrictions on both bridges would isolate them from HGV traffic, either in or out, resulting in the businesses having to close down / relocate.

Safety at Rail over Road Bridges

28.166 Risk assessments addressing the impact of that the various reports have on railway bridges in Walsall have been evaluated in partnership with Network Rail. The risk ranking exercise did not identify any bridges which currently require any safety measures to be implemented.

LTP 2006 - Appendices 221 Bridge Maintenance

Table 28.6 Walsall Metropolitan Borough Council - LTP Programme for 2004/06 - Highway Structures

BRIDGES LONGER THAN 1.5 METRES SPAN Rail Highway Network British Property Other Total Authority Rail Waterways Board Total number Principal 19 4 0 1 0 24 Non-principal 11 4 1 1 0 17 classified Unclassified 62 32 4 13 0 111 Number still to be Principal 0 0 0 0 0 0 assessed for '40 Non-principal Tonne' capacity* 0 0 0 0 0 0 classified Unclassified 0 0 0 0 0 0 Number already Principal 0 1 1 1 0 3 assessed and found Non-principal not capable of '40 0 0 0 1 0 1 classified Tonne' capacity Unclassified 2 5 2 7 0 16 Number considered to Principal 0 0 0 0 0 0 need strengthening Non-principal 0 0 0 1 0 1 classified Unclassified 1 4 1 1 0 7 Number considered to Principal Not Not Not Not 0 0 need major structural known known known known maintenance Non-principal Not Not Not Not 0 0 classified known known known known Not Not Not Not Unclassified 0 0 known known known known

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other Total Length 2,400** Not known Length still to be assessed for '40 300** Not known Tonne' capacity Length already assessed and found not capable of '40 Tonne' 0** Not known capacity Length considered to need Not known** Not known strengthening Length considered to need major Not known** Not known structural maintenance

222 LTP 2006 - Appendices Bridge Maintenance

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other *This refers to the carrying capacity of 40 tonnes or 11.5 tonnes per axle ** A full inventory and assessment of these walls will be carried out in 2005/06

AUTHORITIES SHOULD PROVIDE INDIVIDUAL DETAILS OF ALL SCHEMES ON PRIMARY ROUTE NETWORK AND ANY OTHER SCHEMES OVER £1M Proposed Estimated Owner of On PRN? Proposed action# start/finish costs structure Yes/No dates Bridges Network Bilston Lane bridge over railway Re-deck 2006/07 £1,100,000 No Rail Retaining walls #Proposed action e.g. strengthening, structural maintenance

LTP 2006 - Appendices 223 Bridge Maintenance

Wolverhampton City Council Assessment and Strengthening Programme

STATUS 28.174 All assessments, to BD21 for 40/44 tonne vehicles, of both publicly and privately owned Present Situation bridges have been concluded. These assessments become the first in the 15-year cycle of 28.168 The highway asset within the City of assessments. Wolverhampton includes 58 bridges, 24 subways, 12 footbridges, and 11 culverts, all of a span greater 28.175 Bridges with a sub-standard carriageway than 1.5 metres, and of at least 14 retaining walls loading capacity have been managed by with a level difference greater than 1.5 metres. reconstruction, strengthening, infilling, monitoring, These are maintained by Wolverhampton City weight restriction or closure. Of the 8 bridges with Council (WCC) as the Highway Authority. weight restrictions, 6 are permanent. 16 bridges and subways, which have a sub-standard footway 28.169 A further 20 structures carrying the highway loading capacity, have been managed by placing are owned and maintained by others, such as trief kerbs. Network Rail, British Waterways, and Rail Property, or are in unidentified ownership. 28.176 Works following assessments remain outstanding to two bridges owned by WCC, three 28.170 WCC has appointed Opus to assist in the by Network Rail and three by British Waterways preparation of an asset management plan which Board. will include highway structures. 28.177 Cannock Road Bridge, owned by Rail 28.171 The inspection programme of general Property, passes 40 tonnes capacity assessment inspections every two years and principal only in its propped condition. It is included as a inspections every six years continues with the scheme for securing its medium / long term safety. inspection reports feeding into the programmes for maintenance and further investigations. The 28.178 A new scheme has been added on inspection routines use the format which translates Tettenhall Road (part of Telford’s Holyhead Road) into the bridge condition indicator. Inspection and where the highway was raised many years ago, at works to retaining walls not on the register are the top of the steep embankment. The original carried out in response to specific concerns. retaining walls require replacement and better edge protection is required. 28.172 Many of the bridges have beam and slab decks constructed since the 1930s and their PROGRAMME condition is affected by the difficulty of waterproofing deck slabs around services, service bays and other Priority 1 - Neachells Lane obstructions. 28.179 This bridge is owned by Network Rail and 28.173 For the construction of Metro Line 1, the carries a local distributor road to several industrial concessionaire took possession under the Metro estates over the electrified Grand Junction railway Act of four bridges and modified or rebuilt them line from Birmingham to the north. Network Rail between 1996 and 1997. WCC is currently have assessed the footways to have zero accidental examining these structures with a view to taking wheel load capacity and discussions will be held maintenance liability. In addition, WCC rebuilt or with Network Rail to manage the risk, possibly using refurbished eight of its over line bridges between trief kerbs to prevent accidental wheel loading on 1993 and 1996 before the Metro works started. In the footway pending a long-term safety scheme. the medium term, say in 5 to 10 years’ time, these The works are proposed for 2006/07. structures may require maintenance which will incur additional costs due to physical and time restrictions Priority 2 - Bushbury Lane Bridge in working adjacent to and over the Metro Line. 28.180 This bridge is owned by Network Rail and Such work has not been identified in the works carries a local distributor road to a residential area programmes. over the electrified Grand Junction railway line from Birmingham to the north. Network Rail have assessed the footways to have zero footway live load capacity and discussions will be held with Network Rail to secure their strengthening. In the

224 LTP 2006 - Appendices Bridge Maintenance

short term it is proposed to lay trief kerbs to prevent for securing its stability. The works are proposed accidental wheel loading on the footway, pending for 2010-12. a permanent solution. The works are proposed for 2006/07. Priority 8 - Arthur Street Bridge

Priority 3 - Tettenhall Road (Smestow Valley) 28.186 This bridge provided a link into Bilston Town Retaining Walls Centre and was assessed at 3 tonnes capacity. It is owned by WCC. The bridge was closed during 28.181 This section of Telford’s London to construction of Midland Metro Line 1 as it proved Holyhead Road is on the primary route network and impossible to strengthen the parapets to the crosses the Smestow Valley on a 5 metre high required standard and a footbridge was provided embankment with steep side slopes. Roadworks clear of the existing structure to maintain the link over the years have raised the highway using mass for pedestrians. Options are being considered for concrete retaining walls at the top of the the future of this structure. The works are proposed embankment: these walls require reconstruction for 2011 or later. with an effective edge restraint to the highway.The stability of the slopes requires investigation before Priority 9 - Tettenhall Old Bridge a scheme is prepared. The works are proposed for 2006-09. 28.187 This canal bridge, owned by BWB, serves a cul-de-sac and was assessed at 3 tonnes Priority 4 - Hills Bridge capacity. It needs to be strengthened to prevent further deterioration and provide a capacity 28.182 This bridge over a canal is owned by British appropriate to the traffic requirements. The works Waterways Board and gives access to an industrial are proposed for 2011 or later. area. British Waterways have assessed the bridge as having a capacity of 7.5 tonnes and discussions Priority 10 - Meadow View Bridge will be held with them to fund jointly the strengthening of the bridge. The works are 28.188 This bridge next to Tettenhall Old Bridge is proposed for 2008-10. owned by WCC and serves the same cul-de-sac. It was assessed at 3 tonnes capacity and also Priority 5 - Cannock Road Bridge needs to be strengthened to prevent further deterioration and provide a capacity appropriate to 28.183 This bridge is on the PRN and carries the traffic requirements. The works are proposed Cannock Road over the former Low Level Line. for 2011 or later. Previously the structure was owned by Rail Property and assessed at 40 tonne capacity with its existing Road over Rail Safety prop. Ownership has transferred to Rail Property and discussions will be held with them on the 28.189 The detailed assessment carried out in options available to ensure its capacity is conjunction with Network Rail did not identify any maintained. The works are proposed for 2009-10. sites in Wolverhampton where additional safety measures were needed. Priority 6 - Barnhurst Bridge

28.184 This is a three span brick arch bridge owned by Network Rail crossing the Didcot - Chester railway line. It has been provisionally assessed at 10 tonnes capacity to BD21 but passes BE4 and proposals for strengthening will be discussed with Network Rail. The works are proposed for 2010-12.

Priority 7 - Low Level Line Tunnel

28.185 This shallow tunnel is owned by WCC and carries the former Low Level Line beneath the primary route network, a canal and several factories. Investigations are continuing into the condition of the tunnel and the best long-term value

LTP 2006 - Appendices 225 Bridge Maintenance

Table 28.7 Wolverhampton City Council - LTP Programme for 2006/07 - Highway Structures

BRIDGES LONGER THAN 1.5 METRES SPAN Rail Highway Network British Property Other Total Authority Rail Waterways Board Total number Principal 47 1 1 1 0 50 Non-principal 1 0 0 0 0 1 classified Unclassified 55 5 3 6 3 72 Number still to be Principal 0 0 0 0 0 0 assessed for '40 Non-principal Tonne' capacity* 0 0 0 0 0 0 classified Unclassified 0 0 0 0 0 0 Number already Principal 25 0 0 0 0 25 assessed and found Non-principal not capable of '40 1 0 0 0 0 1 classified Tonne' capacity Unclassified 23 5 1 3 0 32 Number considered to Principal 0 0 1 0 0 1 need strengthening Non-principal 0 0 0 0 0 0 classified Unclassified 2 3 0 2 0 7 Number considered to Principal 1 0 0 0 0 1 need major structural Non-principal maintenance 0 0 0 0 0 0 classified Unclassified 0 0 0 1 0 1

RETAINING WALLS WITH A RETAINED HEIGHT GREATER THAN 1.5 METRES (length to be quoted in metres) Highway Authority Other Total length 3,000 Not known Length still to be assessed 500 Not known for '40 Tonne' capacity Length already assessed and found not capable of '40 0 Not known Tonne' capacity Length considered to need 250 Not known strengthening Length considered to need major structural 250 Not known maintenance * This refers to the carrying capacity of '40 Tonnes' or 11.5 Tonnes per axle

226 LTP 2006 - Appendices Bridge Maintenance

AUTHORITIES SHOULD PROVIDE INDIVIDUAL DETAILS OF ALL SCHEMES ON PRIMARY ROUTE NETWORK AND ANY OTHER SCHEMES OVER £1M Proposed action # Proposed Estimated Owner of On PRN? start/finish cost structure Yes/No dates 2006/07 Bridges None Retaining walls W'ton City Tottenhall Road retaining wall Reconstruction 2006-09 £180,000 Yes Council # Proposed action e.g strengthening, structural maintenance

LTP 2006 - Appendices 227 Bridge Maintenance

228 LTP 2006 - Appendices Primary Route Network

Appendix 29 Primary Route the area, the wider network is of great interest to the seven councils. Network Role of the Network Responsibility 29.6 The PRN has an important role to play in 29.1 The Primary Route Network (PRN) forms the achieving the West Midlands Local Transport Plan main network of highways in the country for longer objectives. distance journeys, linking primary destinations. The highest level is the motorway and trunk road 29.7 The intention behind the road hierarchy will network administered by the Highways Agency (HA) be to integrate with land use planning and to direct and funded by the Government. The next level traffic to suitable routes, ensuring that the highway down is the ‘green-backed’ sign network maintained design and layout reflects their relevant function. by highway authorities but approved by the Investment in the network is being targeted at Government. Together these form the Primary adapting the highway to be better able to perform Route Network. This is further supported by District their function while reflecting the needs of the and Local Distributor Roads within the hierarchy different users. Residents and environmental maintained by the local authorities. groups are demanding higher quality lighting, measures to reduce inappropriate driver behaviour 29.2 The West Midlands lies at the centre of the and an enhanced environment for walking and national motorway network, with the M6 providing cycling. Businesses require reliable journey times a crucial link between the North West of England and facilities for deliveries, servicing and and Scotland and the South East; the M5 linking to customers. Operators are asking for measures to the South West; the M40 providing an increasingly give priority to essential users such as emergency important alternative route to the South and South vehicles, buses, taxis and goods distribution. East; and the M42, M69 and A38 linking the West Midlands to the East Midlands and the North East. Present Situation

29.3 Together the M5, M6 and M42 form a 29.8 The PRN (which is approved by the DfT) was motorway box around part of the West Midlands published as part of the Regional Transport Strategy conurbation which itself forms an important strategic in July 2004. The motorway and trunk road network crossroads for the country. was reviewed in 1998 with the Government publishing a network to be retained allowing 29.4 The 43 kilometre / 27 miles long M6 Toll remaining roads (around 30%) to be transferred to motorway, a privately-financed and operated three local highway authorities. It was further subdivided lane motorway, opened to traffic in December in 2005 into routes of strategic national importance 2003. It provides an alternative route for traffic and other national routes. The latter network are currently using the busiest stretch (J4 to J11) of the included in the Regional Prioritisation process. M6 motorway through the West Midlands shows the current network. metropolitan area. A further aim of this road is to provide a distributor to the north and east of the 29.9 Clearly the PRN in the West Midlands is not West Midlands region, improving communications only important for long distance journeys between to Cannock, Lichfield and Tamworth. regions, but is also key for regional and local journeys and is seen as essential for the economic 29.5 Within the area administered by the seven well-being of the West Midlands conurbation. Metropolitan District Councils the Highways Agency Birmingham International Airport (BIA), the National is responsible for the M5, M6 and M42 motorways Exhibition Centre (NEC) and several business parks and a small number of trunk roads. However, on the M42 and M6 all have regional and local because of the importance of the motorway and catchments generating road journeys. trunk road network in carrying traffic into and out of

LTP 2006 - Appendices 229 Primary Route Network

Figure 29.1 Highway Network

230 LTP 2006 - Appendices Primary Route Network

Impact Of M6 Toll On The M6 And Other Key Current Policies Roads Current National Policies 29.10 The opening of the M6 Toll motorway has led to traffic volume changes on key routes in the 29.11 ‘A New Deal for Trunk Roads in England’ area, as well as changes in journey times, (1998) reported on the Government’s strategic congestion and accidents: review of the roads programme against criteria of accessibility, safety, economy, environment and Traffic Volume - Traffic growth on the M6 Toll integration. It was one of a number of publications has been substantially higher than the national spelling out more fully the policies in the White average for motorways. On opening, the first Paper ‘A New Deal for Transport: Better for full month, January 2004, showed a daily Everyone’. number of workday users’ trips of 33,000. In the first three months, this increased by 28%. 29.12 In July 2004 the Government published a The bypassed sections of the M6, which White Paper ‘The Future of Transport’. This spells include the busiest sections of the whole road, out its vision and aims for the period up to 2014/15 showed reduced traffic volumes in 2004 and and looks at factors which will shape travel and one year on, these reductions have been transport networks over the next 30 years. maintained. However, the M6 north and south Investing in increased capacity for road, rail and of the tie-ins of the M6 Toll showed traffic other public transport, together with making better growth above the national average. The A50 use of existing capacity, are key issues discussed. and A5 roads, which are used as alternative strategic routes to the M6, have shown 29.13 The White Paper says we need to continue reduced traffic volumes. Traffic re-routing to improve safety; identify, fund and deliver onto the M6 Toll predominantly comprises additional road capacity where justified; deliver light vehicles. The proportion of HGVs at the better performance through improved management; tie-in sections of the M6 Toll is shown to be and ensure that new ways of paying for road use 7%, whereas on bypassed sections of the M6 are developed. it is around 30% Journey Times and Speeds - Journey times 29.14 The White Paper looks at the progress made using the M6 Toll between J4 and J12 of the over the past six years in developing a programme M6 are up to 37 minutes faster than that on of major projects. It says that, since we do not want the M6 before opening. For users of the to lose the benefits of this extra capacity, the bypassed section of the M6, peak period Government has started to consider how best to journey times and speeds improved after the implement demand management policies. A report opening of the M6 Toll and, one year later, on the feasibility of road pricing in the UK was these improvements have largely been published in tandem with the White Paper. sustained 29.15 The White Paper refers to the series of Route Choice - Data from satellite-tracked important changes that the HA has undertaken in vehicles shows that roughly 30-40% of speeding up the delivery of major road schemes. vehicles making through-trips between J3 and It says that the HA will be sharing its experience of J12 of the M6 use the M6 Toll. However, delivering major road schemes with local highway these are predominantly fleet vehicles and authorities to improve the delivery of local road may not make choices representative of all schemes. motorway users Safety - In the first year after the opening of Core routes of importance to the West Midlands M6 Toll, the number of Personal Injury conurbation Accidents on the bypassed section of the M6 reduced significantly; the number of accidents 29.16 Some of the key core routes within or where someone was killed or seriously injured immediately adjacent to the West Midlands was reduced by over a half, compared to the conurbation are identified in the ‘Role’ section late 1990s. The M6 Toll had a good safety above. The M5, M6, M6 Toll and motorway box record in its first year, the accident rate was section of the M42 also form part of the less than half the national average for a Trans-European Road Network (TERN) of national motorway and international importance.

LTP 2006 - Appendices 231 Primary Route Network

Better maintenance and making better use of 29.20 Following the publication of ‘What Role for trunk roads Trunk Roads in England?’ in 1997, sub-regional meetings were held between the relevant local 29.17 Several initiatives are currently underway to authorities and the Highways Agency to consider improve maintenance and enable better use of trunk problems on the trunk road network and priorities roads. A pilot Active Traffic Management scheme for action. The main areas for action identified as is currently in progress on the M42 between a result of this regional consultation were: Junctions 3A and 7 with variable speed limits and in 2006/07 hard shoulder running at peak times. Need to keep traffic flowing on the Region’s Once the monitoring of the pilot scheme has been motorway network to support economic fully evaluated and an assessment of the success prosperity, and early completion of the M6 Toll of the project has been made, a decision on road whether to roll out ATM to other parts of the Need to explore public transport M5/M6/ box will follow. Improving improvements as alternatives to, or alongside, the reliability of journeys and reducing delays during road building, and to consider complementary incidents is a new key HA priority, linked to the traffic restraint and demand measures change to a network operator role. HA Traffic Removal of through traffic from communities Officers started patrolling the motorways around to improve the safety and environment for the West Midlands for the first time in April 2004 residents and are now dealing with incidents under the control Dealing with congestion and safety issues at of a Regional Control Centre at Quinton. The rolling key junctions programme of HATO deployment and RCC delivery Need to consider development pressures, in relation to the motorway network in England will including infrastructure requirements for be completed by the end of 2006. Birmingham International Airport and the National Exhibition Centre, and developments Dedicated budgets for noise and safety on the A38 in Staffordshire improvements Need for a coordinated and multi-modal 29.18 Route Management Strategies have been approach to management of local and national developed for the core trunk road network to set traffic and demand through and around out priorities for maintaining, operating and Birmingham and the Black Country improving each route over a 10-year period, Further expansion of the Midlands Driver including assessments of noise and safety issues. Information System These are now being combined within a HA Regional Investment Strategy for the West Midlands 29.21 Since 1998, significant progress has been to inform partners / stakeholders in the regional made in many of these areas and the HA has been transport prioritisation process. working with other organisations to develop regional and local strategies for action. These have included A carefully targeted programme of larger scale the Multi-Modal Studies and the preparation of improvements revised and updated Regional Planning Guidance for the West Midlands (now the Regional Spatial 29.19 The Targeted Programme of Improvements Strategy). The key strategy elements and (TPI) announced in ‘A New Deal for Trunk Roads programmes are outlined below. in England’ had grown from 37 schemes in 1998 to 75 schemes by the end of 2004; of these 75, 24 Targets are now categorised as National schemes, 40 as Regional schemes, and 11 as Regional schemes 29.22 The ‘Ten-year Plan’ Targets from Strategic to be progressed subject to regional priorities. A Roads provides a programme of measures for further 11 National and 2 Regional schemes are completion by the HA. They relate to maintenance, currently planned to enter the TPI during the course congestion, safer travel, better information, quieter of 2005/06. Of the schemes in programme, 5 are roads, partnership working, and smarter roads (use located within the West Midlands Region, 1 within of electronics). metropolitan district boundaries (A45/A46 Tollbar End, Coventry - Regional scheme). 29.23 During the summer of 2005, the Secretary of State set the HA a challenging new target to Current Regional Policies improve reliability on the motorway and trunk road network. The reliability target, to keep vehicle delay

232 LTP 2006 - Appendices Primary Route Network

on the slowest 10% of journeys below a level to be Control Centre and the Regional Control Centre, set in November 2005. is focused on the worst both located at Quinton, are now operational. journeys and has to be achieved by the end of Measures to give priority to certain vehicle classes 2007/08. The new target will be more relevant to do not necessarily mean journeys are slower for HA’s customers and frontline teams. The network other vehicles. Birmingham are to trial ‘high has been divided into about 100 recognisable occupancy vehicle’ lanes. routes; the target reduction will be for the slowest 10% of journeys on each of these routes, for each 29.29 Improvements will be promoted by the local day of the week and for each time of day. highway authorities on the roads that they manage, and by the HA on motorways and trunk roads. A 29.24 A set of urban routes have been identified programme of ‘quick wins’ is underway. on local authority primary routes for congestion monitoring with a target of restricting growth in traffic Key Studies flows to 7% by 2011 from 2004 and ensuring no increase in average morning peak period delay. 29.30 The initiatives listed below describe Government led studies into needs and potential Consultation solution.

29.25 The PRN has been through a period of 29.31 Three Multi-Modal Studies, now completed consultation as part of the Development Plan review and published, have explored options for improving process and the publication of the Regional travel in the West Midlands over the next 30 years. Transport Strategy in July 2004 (as part of Regional Planning Guidance for the West Midlands). West Midlands Area Multi-Modal Study (WMAMMS) 29.26 The detrunking programme and the PRN review have been the subject of detailed 29.32 WMAMMS involved an in-depth appraisal of discussions in the Regional Transport Group’s transport needs across all modes in the West Highways Network Panel. Midlands conurbation area and considered transport needs up to the year 2031. The study Strategy recommended several highways schemes and measures affecting the highway network for 29.27 The Authorities / HA continue to work with implementation over the short, medium and long a number of different organisations, including the term to 2031 as part of a package of multi-modal DfT, regional bodies, Police, developers and interest interventions. The road schemes include: groups, to develop and implement coordinated and integrated strategies to maintain, protect and Short Term Measures (2002-2011) enhance the core road network and its role in the M42 widening between Junctions 3 and 7 (four wider transport and spatial planning strategies. A lanes J3-J3A, five lanes J3A-J7: M40 to M6) number of different initiatives are currently being M42 junction improvements (Junctions 6 and progressed to improve the flow of traffic and tackle 7) accidents and maintenance problems: Active Traffic Management (ATM) on M5, M6 and M42 motorways Develop integrated land use and planning M54 to M6/M6 Toll link strategies Black Country highway improvements Make the best use of existing infrastructure Medium Term Measures (2012-2021) Implement a programme of Improvements Western Bypasses of Stourbridge and Improve the quality of traffic and travel Wolverhampton, between the M5 and M54, information and advice with new links and improved roads within the Improve network management and road Black Country maintenance (Traffic Management Duty) M42 widening 29.28 The use of Urban Traffic Management and Control, travel information and traffic regulation 29.33 In his formal response to WMAMMS, orders will contribute to the management of these announced on 9 July 2003, the Secretary of State highways. More specifically, there are proposals supported M42 J3 to J7 capacity improvements in for Red Routes, Active Traffic Management and principle, but said that he was not yet convinced ‘Mattisse’ in other Appendices. The National Traffic that a full widening scheme as recommended by

LTP 2006 - Appendices 233 Primary Route Network

the MMS was necessary. The Secretary of State principle and instructed the HA to carry out further indicated that the need for full widening should be detailed work with a view to bringing forward a given further consideration in the light of the results proposed scheme for entry into the Targeted of the M42 J3A to J7 ATM pilot project, to be Programme of Improvements in due course. evaluated in 2008, which will trial hard shoulder However, the Secretary of State rejected the study running under controlled conditions at peak periods recommendation for bypasses of Stourbridge and (amongst other operational regimes). Wolverhampton, which would have attracted additional traffic into the link road corridor. This 29.34 The Secretary of State’s response also noted decision is expected to have an impact on the likely that another factor influencing a widening decision standard of a link road. would be the need to provide adequate strategic access to cater for any future expansion of BIA, 29.39 It is now recognised that the scope of the and that this issue needed further consideration by scheme may be influenced or constrained by design the HA. decisions of the adjoining M6 scheme (see below). Also, the delivery programme is dependent on 29.35 Other relevant considerations include the future decisions made by the Secretary of State in impact of the new M6 Toll motorway on traffic flows relation to the widening / expressway alternatives and patterns on the M42 and adjacent local road currently being considered for M6 J11A-J19. network; the possible development of a Motorway Further detailed traffic modelling is needed to Service Area site at Catherine-de-Barnes on the determine the most appropriate alignment and west side of the M42 between J5 and J6, with direct standard for the link road. access to the motorway; and possible future expansion aspirations of the National Exhibition West Midlands to North West Conurbations Centre (M42 J6-J7). Multi-Modal Study (MidMan MMS)

M5/M6/M42 ATM roll out 29.40 The West Midlands to North West Conurbations MMS strategy recommended 29.36 In his response to WMAMMS, the Secretary widening the M6 to dual 4 lanes from Junction 11A of State instructed the HA to consider the feasibility to Junction 20, with associated junction of implementing ATM techniques around the improvements. The study also found a case for Birmingham motorway box. Feasibility work is considering the introduction of innovative traffic currently in progress, building on an initial management techniques and / or demand Birmingham Box ATM base concept validation management that comprised: ATM in the short-term; report prepared for the HA by Atkins, drawing on and possible tolling as a traffic restraint measure experience gained from managing the (possibly combined with road pricing on the implementation of the M42 J3A-J7 ATM Pilot adjacent network) and Automated Highways in the Project, and in the light of issues and problems that longer-term. have been highlighted by the study work undertaken in connection with the Route Management Strategy 29.41 In his formal response to the MidMan MMS (RMS) for the Box sections of the M5, M6 and M42 (announcement, 10 December 2002), the Secretary motorways (RMS completed and published on the of State instructed the HA to continue preparatory HA website in August 2005). work on the widening of the M6 between Junctions 11A and 19 with a view to bringing forward a 29.37 The Box ATM feasibility work, scheduled for scheme for inclusion in the TPI in due course. completion in 2006, is being monitored by a Project However, during 2004 the DFT decided to Board. A final decision on whether to roll out ATM undertake a consultation on the concept of a parallel to the remainder of the Birmingham motorway box tolled Birmingham to Manchester M6 Expressway. will not be made until the monitoring of the M42 This consultation exercise took place during the ATM pilot has been fully evaluated, and an period 6 July to 21 October 2004; approximately assessment of the success of that project made 9,500 responses were received by the DfT, but no (2008). clear consensus was established.

M54 to M6/M6 Toll link and Western Bypasses 29.42 On 19 July 2005, the Minister for Transport of Stourbridge and Wolverhampton re-stated the Government’s belief that additional road capacity is needed along the J11A-J19 section 29.38 In his response to WMAMMS, the Secretary of the M6 and announced the commissioning of of State supported the M6 to M54 link road in further work to consider the feasibility and impact

234 LTP 2006 - Appendices Primary Route Network

of M6 Expressway. The HA has been instructed to undertaken following a review of HA’s national RMS undertake detailed development work on both the programme. Expressway concept and conventional widening so that a decision can be taken on the preferred way 29.47 The RMS technique has been developed by forward next year, and enable the additional HA to provide a framework for managing individual capacity to be provided without delay, consistent trunk routes over a 10-year horizon as part of wider with addressing environmental concerns. transport networks. RMSs will interlock with local transport strategies (set out in Local Transport West Midlands to East Midlands Multi-Modal Plans) within the context established by the Study (W2EMMMS) Regional Spatial Strategy. Part of the process has involved consulting major stakeholders and the 29.43 The Final Report of the West Midlands to public to establish the problems and issues the East Midlands Multi-Modal Study was issued in strategies will aim to address. August 2003. Four alternative strategy options were consulted upon during the study: the reduction of 29.48 A Land Use & Development Control travel demand; the expansion of highway capacity; Statement (LUDCS) forming part of each RMS sets the management of the existing highway network; out the existing planning context and land use and the encouraging of a shift to public transport. development pressures, and provides the Development Control strategy for the route(s) in 29.44 Consultants appointed by HA to validate question. The LUDCS is consistent with, and highway schemes emerging from the study complementary to, national policies and guidance (including widening of the M42 between Junctions and will allow an open / transparent approach to 9 and 11, and widening of the A38 between individual planning applications. Streethay and Branston, south of Burton-upon-Trent) completed their work during the 29.49 Subject to the availability of funding and summer of 2003 and issued a finalised report in value for money appraisal, a Route Management September 2003. The West Midlands Regional Plan will be developed for each RMS.The RMP will Assembly submitted advice on the study to the include committed and potential actions / Secretary of State in November 2003. A interventions that can realistically be delivered by Multi-Modal Study submission, finalised by the HA within a 10-year horizon, taking into account Government Office for the East Midlands during budgetary and other resource considerations. Autumn 2004, is now with the DfT prior to submission to the Secretary of State. Detrunking

29.45 The Secretary of State has yet to formally 29.50 The 1998 White Paper, ‘A New Deal for respond to the study, so no decisions have yet been Transport’, identified a core network of nationally made on which schemes in the recommended important trunk roads, control of which would be strategy package are to be taken forward. retained by the HA. The management of trunk W2EMMMS issues are to be considered as part of roads which serve mainly local and regional traffic, the early review of certain aspects of RPG 11 the non-core network, is being transferred to local (Regional Spatial Strategy). highway authorities by a process known as detrunking. Generally speaking, this will allow Route Management Strategies greater flexibility and freedom for local authorities to implement measures, such as bus priority, which 29.46 The HA programme of nine RMSs covering complement their local transport strategies. The most of the motorway and trunk road network in the HA has been negotiating with local authorities to West Midlands Region was completed in August determine a programme for detrunking non-core 2005 with the publication of the M5/M6/M42 routes in the West Midlands Region, and this Birmingham Motorway Box RMS on the HA process is ongoing in relation to routes which (i) website . A tenth, West Midlands to East Midlands remain to be detrunked. Good progress has been RMS (covering the M69 and sections of the M42, made with the detrunking programme, and the A42 and A38 between the West Midlands following routes within the West Midlands LTP area metropolitan area and the M1) will not now be have now been detrunked: i Route Management Strategies completed and published on HA website: http://www.highways.gov.uk/roads/rms/index.htm

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A452 (High Street Brownhills / Chester Road National Traffic Control Centre / Old Chester Road) located in Walsall. Detrunked in July 2002 29.54 A new National Traffic Control Centre A45 from the junction with A46 / A444 (NTCC), located adjacent to Junction 3 of the M5 (Stivichall) to the A45 / A452 Stonebridge (Quinton Meadows Business Park), first became Roundabout, Solihull, located partly within operational in 2003/04. The NTCC now enables Coventry and Solihull. Detrunked in July 2003 24/7 monitoring of traffic conditions across the HA's A38 from the junction with the A4097 at national network, including the Birmingham Minworth (Birmingham) to the junction with motorway box. It collects and analyses data from the A5 at Weeford, located partly within CCTV cameras, automatic number plate recognition Birmingham. Current target date of cameras and sensors in the road surface, gathering detrunking: 1 April 2007 information on traffic conditions and flows. Up-to-the-minute traffic and travel information is A5 from the junction with the A38 to M6 disseminated via variable message signs on the Junction 12, located partly within Walsall. network, the media, the HA information line and the Current target date of detrunking: 1 April 2007 HA website. Data is supplemented and exchanged A4123 from the Wolverhampton boundary to with information from HATO, Regional Control the Birmingham boundary, located in Dudley Centres, maintenance contractors, Police, local and Sandwell. Current target date of highway authorities, business, leisure and detrunking: 1 June 2006 entertainment venues and weather centres, thereby A449 from M5 Junction 6 to the ensuring that high quality information is available. Wolverhampton boundary, located partly within Dudley. Current target date of Mattisse detrunking: 1 April 2006 A456 from M5 Junction 3 to Kidderminster / 29.55 ‘Mattisse’ is a developing system that A449, located partly within Dudley. Current provides real-time, multi-modal travel information target date of detrunking: 1 April 2006 for the Midlands. Electronically produced travel information is gathered from a variety of sources 29.51 The latter proposals scheme will be into a coherent package for dissemination, allowing influenced by the outcome of the Black Country more informed decisions about travel to be made. Study. More details are given in Appendix 30 ‘Travel Information Strategy’. Priority Action Sites Local Studies 29.52 On 16 October 2002, the Government announced a list of 92 Junction Priority Action Sites 29.56 Since the completion of the Multi Modal (JPAS), 16 of which are located within the West Studies and the Secretary of State’s response, more Midlands Region, including 5 in the metropolitan local land use / transportation studies have been area as follows: undertaken that have addressed highway needs in relation to the restructuring of the economy and M6 J5 (work complete - open to traffic 1 July housing growth. Particular studies are: 2004) M6 J6 Northbound Merge Coventry, Solihull and Warwickshire M5 J1 Northbound Transport and Regeneration Study - This M5 J1 Southbound was considering changes needed to 2021 and M5 J2 Birchley Island Signalisation (work reported in 2005. The recommendations by complete - open to traffic August 2003) the consultants are under consideration by the Partners. Highway schemes suggested 29.53 This rolling programme of small-scale include: improvements (<£5m) is aimed at reducing congestion and improving safety at junctions across Upgrading key motorway junction the HA's motorway and trunk road network. All A46 junction schemes are rigorously assessed in terms of their Extension of A444 southwards on value for money before any improvement work is Coventry undertaken. New distributor roads around Coventry and bypasses to villages in Solihull

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Black Country Study - This comprehensive along primary routes and A roads. Therefore study at considering significant land use mitigation measures including reducing severance change / development options with improved in many community shopping areas is access within the 4 districts of Dudley, important. Even some other policies initiatives such Sandwell, Walsall and Wolverhampton as a as park and ride, bus lanes and clear ways can key update to the Regional Spatial Strategy. have a detrimental effect on inner city communities It is looking forward to 2033. Options are and it is important to be aware of these before being considered in the autumn of 2005 with setting priorities. Although there has been policy outputs and detailed proposals in 2006. consultation at a high level as part of the Birmingham City Land Use and development of the Regional Transport Strategy, Transportation Study - Significant local consultation on individual proposals will employment and housing growth is planned examine issues of differential impact with those within Birmingham. Most of the new jobs will most adversely affected. be created in the city centre which will add demand into all modes, particularly public 29.58 Traffic speeds in the morning peak continue transport. A study is underway to look at to decline and journey reliability has decreased. capacity which will include Birmingham’s Ring Figure 29.2 ‘West Midlands Traffic Speeds by Link Road. - 2002 AM Peak’ and Figure 29.3 ‘West Midlands Traffic Speeds by Link - 2004 AM Peak’ illustrate 29.57 It is recognised that a disproportionate of this decline. lower income groups and inner city residents live

Figure 29.2 West Midlands Traffic Speeds by Link - 2002 AM Peak

LTP 2006 - Appendices 237 Primary Route Network

Figure 29.3 West Midlands Traffic Speeds by Link - 2004 AM Peak

Projects

29.59 Key schemes in the LTP to address problems on the PRN, making best use of existing capacity are:

Urban Traffic Management and Control Red Route Network Resigning Programme (with Highways Agency) A38 Improvements (Northfield, Selly Oak, Longbridge), Birmingham Walsall Town Centre Transport Package A452 Chester Road Access Improvements A457 Dudley Road Traffic Management A461 Brownhills Transport Package

29.60 Junction schemes include:

A41 Expressway / A4031 All Saint’s Way, West Bromwich A4123/A461 Junction, Burnt Tree M6 Junction 10

238 LTP 2006 - Appendices Travel Information Strategy

Appendix 30 Travel Information providing real-time regional traffic monitoring and traveller information covering motorways, urban Strategy routes and public transport, MATTISSE operates in line with the aims of Transport Direct in providing Role Of Travel Information a 'one-stop information point for all forms of travel information'. Technically MATTISSE benefits by MATTISSE - Help2Travel utilising the latest applications software technology based upon a UTMC (Urban Traffic Management 30.1 Help2Travel is the public facing, up to the and Control) compliant Common Database and minute, traffic and travel information Internet interfaces. MATTISSE was also an early adopter service, driven by the MATTISSE system. Our of the Travel Information Highway (TIH) Principles pioneering work with MATTISSE originates from and RTIG (Real Time Information Group) protocols collaborative work undertaken in the European and maintains compliance with all three initiatives. Commission 4th Framework Programme, designed to improve access to multi-modal travel information Essential Facts & Figures About that gives people greater confidence in public transport thereby reducing demand for road space. MATTISSE As part of the agreed development strategy for Data Sources MATTISSE, the Help2Travel web site will undergo a major re-design during 2006/07. Initial study work 30.4 MATTISSE currently has 27 individual data on the requirements of the site refresh underway sources / feeds comprising of: will lead to a detailed specification and implementation programme. Issues being Information entered by 7 West Midlands Local addressed include the clarity of the English and Authorities mainly Urban Traffic Control (UTC) web links; providing more ways of providing centres information to those for whom English is a second Information also from West Midlands Police, language including more publicity and availability Highways Agency Regional Control Centre of language phone lines, talking signs in appropriate (RCC) and partners (National Network languages etc; provision of information to bus Support Team, NTCC and Amey Mouchel passengers when services are cancelled particularly Rail information from ATOS Origin at times of security sensitivity - early and late times CCTV images from the Highways Agency’s of the day. motorway system (HANET) and Birmingham 30.2 MATTISSE is a novel system, owned and UTC developed by a consortium of the West Midlands Automated congestion information from Local Authorities and Leicester City Council and Birmingham, Coventry, Wolverhampton and operated in partnership with the private sector in a Walsall UTC systems unique partnering agreement with a Joint Venture Car park information from Birmingham formed by Marconi Transportation and Mott MacDonald . It integrates systems of operators such 30.5 On average over 2000 items (includes as Police Control Centres, Urban Traffic Control accidents, events, incidents & roadworks) are Centres, Local Authorities and Public Transport entered on MATTISSE per month. Operators to provide fully integrated traffic and Data Outputs travel information. 30.6 The MATTISSE Internet Client is used by the 30.3 MATTISSE draws data from existing urban 7 West Midlands Local Authorities and also used traffic and public transport systems, supplemented by Amey Mouchel, Highways Agency RCC & NTCC, by data on traffic events sent from police command Trafficlink and Travel West Midlands depots. and control systems. It processes this raw information so that real time traffic and travel Rail information information may be delivered to the travelling public via a range of channels (including Internet, kiosks, 30.7 Real time rail information is provided to the mobiles) to provide an informed picture of traffic Birmingham Bullring, via help points and large and travel conditions. One of the many benefits of screen displays MATTISSE is to enable local authorities to manage the road network better through use and delivery of information that is timely and relevant. By

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Web-sites 30.13 The call centre provides details of all bus services registered within the West Midlands region, 30.8 The following web services are available to which includes the West Midlands County, travellers: Herefordshire, Shropshire, Staffordshire, Stoke-on-Trent, Telford, Warwickshire & Help2Travel ( www.help2travel.co.uk) Worcestershire. The call centre also holds certain BBC Birmingham (Mailbox) information on public transport links to other areas CENTRO Bus Real Time Passenger of the country, details of local rail services and Information (RTPI) selected coach services. This facility handles approximately 1.6 million calls per annum. 30.9 Within the West Midlands 26 BT Internet Kiosks have Help2Travel available with “Attractor 30.14 The partners have agreed to establish and loops” and “Hot buttons” designed to promote the maintain a comprehensive central database, which use of this facility. This service will be publicly provides information for the call centre and other launched in 2006 purposes. The telephone enquiry service provides information on timetables and some fares for the Public Screens: region. An Enquiry Management Software is used to help ensure impartial consistent and high quality (Road information) advice, allowing best public transport options to be Birmingham Airport (Rail information) seen on an electronic map, including walk links. 14 public information screens for the CENTRO The service is also available on the Internet. Bus RTPI project 30.15 The service is being developed to provide Mobile Phones: scheduled and real-time timetable information via SMS text to mobile telephones. The partners will SMS - part of CENTRO Bus RTPI project want to expand the range of available services 3G - a MATTISSE development that has just further over the next few years to include enhanced started Internet access and mobile PC and phone technology. Critically this expansion will include 30.10 MATTISSE and Help2Travel are subject to the provision of hardware and software to support a sustained development to ensure a high standard further telephone enquiry operatives as usage of service delivery to operational staff and travellers. increases through increased awareness. Funding A new 5 year development strategy has been will need to be available to meet the capital costs agreed that will be implemented from 2005 onwards of this and replace existing software and hardware that supports the West Midlands authorities in when it becomes life expired in three years time. meeting the demands of the Traffic Management Act 2004, the Local Transport Plan and eGov 30.16 In terms of the expansion of the depth of priority outcomes.This strategy will greatly enhance service, the initial range of information will be above the functionality of the system and improve the national minimum requirements in that fare quality of real time traffic and travel information to information as well as timetable information will be the public. given out. Traveline 30.17 For the future, the West Midlands Traveline partners will consider improvements in the following 30.11 Traveline is a Government led initiative areas: through DfT, to introduce a comprehensive information service for passengers. It is a Enhanced Internet access and other media commitment in the Transport White Paper, and has Enhancing bus, rail and coach data the backing of all the major bus groups through the Confederation of Passenger Transport. Enhancing the Enquiry Management System Implementing Transxchange 30.12 Within the West Midlands the Traveline Provision of personal timetables / maps facility is provided by a single call centre, operated E-mail/fax access to passenger information by West Midlands Transport Information Services Provision of help points / phones at bus Ltd. WMTIS is a joint company with shareholders interchanges, bus / rail and metro representing all local bus operators, WMPTE interchanges and bus stations, alongside other (Centro), Shire County and Unitary Authorities. locations such as public buildings

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Development of self service terminals Provision of ticket sales Links with Real Time Information facilities Mobile phone services including SMS and WAP Links with other transport providers including community transport, schools transport services, and taxi services Work will also be required to enable electronic transfer of timetables to improve the data-feed for the central database Development and implementation of disaster recovery processes to ensure contingency of service Complying with all national projects led by the Department for Transport

30.18 Development and enhancement of this service is crucial as WMTIS is also the regional data provider for Transport Direct and its related projects.

30.19 The WMPTA and Centro will also ensure that information is allocated to all bus operators on a “who benefits” basis for people with disabilities. This includes costs of printing, distribution and production of special material, such as audiotape or Braille. Centro will in general ensure that the requirements of the 1995 Disability Discrimination Act are met. The partners will consider how the Traveline service in the West Midlands can be developed to provide information deemed to be essential for disabled people planning a journey.

30.20 It is envisaged that development costs for the region will be up to £200,000 per annum over five years, with an additional £250,000 required in year 3 to replace existing hardware and telecommunication systems.

LTP 2006 - Appendices 241 Travel Information Strategy

242 LTP 2006 - Appendices Rural Issues

Appendix 31 Rural Issues residents work outside the rural area, and mainly commute by car. Role Of Transport In Rural Areas 31.7 The area has a number of rail routes focused on Birmingham. Stations serve the larger 31.1 The role of transport in rural areas is settlements and station car parks are frequently at essentially the same as elsewhere – to link people capacity. It is widely known that local rail services with employment and education, with shops and on the West Coast Main Line to Coventry, which is other services and for social and leisure activities. at capacity, currently share with not only the longer In rural areas the timely movement of goods is also distance trains but also freight trains operating of great importance, particularly for farmers, but between the north-west and Southampton and they freight is also important for other rural industries, are therefore constrained in their operation. Recent such as providing village shops with stocks of food. timetable alterations have exacerbated this 31.2 In other respects, priorities reflect different situation. Bus services in the area are sparse, requirements. The dispersed lower density of infrequent and generally require public subsidy. settlement tends both to increase journey distance Ring and Ride services also operate in the rural and to undermine the effectiveness of public areas. Over the last couple of years a demand transport. Thus there is much greater reliance on responsive 'Taxibus' service has been operating the private car for travel. Rural dwellers tend to based around 3 possible routes. The operation of spend a higher proportion of income on car this innovative service is to be analysed to ensure ownership, and ownership rates are higher. that its potential is maximised.

31.3 Some transport-associated problems are 31.8 Several major roads cross the area. These general – safety and maintenance are issues are both radial to Birmingham (or Coventry) or everywhere. However, congestion is rarely a provide a route for through traffic avoiding these problem in rural areas, but access to any type of built-up areas (eg M42, A452). Traffic is increasing public transport is a major issue. This is particularly on the main roads as the M42 in particular becomes so because the distances involved make walking more congested, offering poorer and less and cycling for everyday journeys a much less predictable levels of service. Bypass lines are realistic alternative. This is in contrast to the many currently safeguarded to protect the settlements of people who visit rural areas for leisure walks and Balsall Common, Knowle and Hockley Heath from cycling. the effects of increasing through traffic, should the need arise. Present Situation 31.9 Rural secondary roads evolved to meet local 31.4 The West Midlands Metropolitan Area is needs. They are less suited to the needs of car essentially urban. It is surrounded by green belt borne commuters or of those using rural areas for land, which is predominantly within the neighbouring recreational purposes. Traffic speeds tend to be shire counties. There is however, a significant rural high, with drivers sometimes unaware of the needs area between Coventry and Birmingham / Solihull of slower more vulnerable users, such as – the 'Meriden Gap'. To the north and south the pedestrians, equestrians and cyclists. When area is contiguous to rural Warwickshire, wrapping accidents occur in rural areas they tend to be more round to Worcestershire in the South West. severe then the adjoining urban areas e.g. Solihull.

31.5 The predominant land use in the rural areas Current Policies of the West Midlands is agriculture. Other major uses are mineral extraction (sand and gravel) and 31.10 In November 1998 the Government leisure (golf, horticulture, fishing and sports announced the preparation of a Rural White Paper pitches). There are a number of tourist attractions, and in February 1999 published 'Rural England – both just inside and outside the Metropolitan area, A Discussion Document' inviting comments on the such as , and issues to be addressed in the Rural White Paper. Wroxall Abbey that attract a number of tourists and 31.11 The Rural White Paper ‘Our Countryside: visitors to the area by private car. The Future - Fair Deal for Rural England’ was 31.6 None of the above users are major launched by the Deputy Prime Minister on 28th employers. The overwhelming majority of employed November 2000. It sets out the range of existing Government policy initiatives for rural communities,

LTP 2006 - Appendices 243 Rural Issues

as well as a number of new announcements and 31.16 The 2004 and 2005 consultation focussed draws on the responses to the Rural England on modes rather than issues to enable people to consultation document. The Rural White Paper is show support or disagreement and prioritise linked to the recently published Urban White Paper. elements of the overall LTP2 strategy. Therefore, rural issues did not feature directly although 31.12 The White Paper recognises that scheduled residents of rural parts of our Area had the bus services have a vital role to play in rural areas. opportunity on each occasion to express their views. However, they cannot meet all the rural public transport needs. A network of complementary Strategy feeder services to these main routes may be necessary or there may be situations where 31.17 The strategic objectives for the West potential passengers are few or widely dispersed Midlands are equally valid in both urban and rural need catering for. Small buses provided by areas and in many respects the strategy for rural small-scale commercial operators or community areas mirrors that for the remainder of the West transport organisations who are not required to Midlands. This is particularly in the case of meet the full requirements of operators licensing, operators that provide demand responsive transport would address these criteria. into rural areas. Who will work in partnership with the respective rural local authorities and where 31.13 This chapter points out that for sustainability appropriate, Centro to provide the best possible it is very important to seek to limit traffic levels and services. the most effective way to achieve this in the long term is to discourage dispersed development 31.18 To achieve sustainability it is very important patterns. In the shorter term, alternatives to car to seek to limit traffic levels. Probably the most travel must be promoted which include public effective way to achieve this in the long term is to transport for longer trips and the promotion of discourage dispersed development patterns as set cycling and walking for short distances. Access to out in RPG and UDPs. In the shorter term, stations in rural villages by all modes is alternatives to car travel must be promoted. These encouraged. This includes reviewing car parking include public transport for longer trips and the and secure cycle parking facilities, as well as promotion of cycling and walking for short making pedestrian access easier and safer. distances. The development of longer distance cycling and walking routes are regarded as primarily Consultation recreational rather than essential transport infrastructure. 31.14 The greatest area of response from rural residents within the 2003 LTP consultation process 31.19 Safe walking and cycling facilities are to be was on the need to improve rural bus services, developed within settlements. These will include which some also linked with reduced car use. safe routes to school as well as routes to local Frequency of service was the greatest concern, services, stations and bus stops as appropriate. followed by punctuality, reliability, journey time and cost. 31.20 Access to stations in rural villages by all modes is encouraged. This includes upgrading 31.15 Other points expressed were: public transport interchanges with quality information provision, improving Park and Ride, Lack of safe cycle / pedestrian routes, where justified, through reviewing car parking and particularly for journeys to school secure cycle parking facilities, as well as making Need to improve parking at stations pedestrian access easier and safer. Excessive traffic volumes and size of vehicles using rural lanes 31.21 Rail services to a number of rural stations Need for defined catchments to reduce school should be improved when the West Coast Main journey length Line is widened to four tracks through the area, by Promote measures to minimise travel the potential to run a higher frequency local stopping service. The four tracking between Need for cheaper parking in town centres and Tyseley should similarly benefit local Objection to any road widening / building services, and some improvements may also follow proposals signal improvement on the Shirley – Stratford line. However, rail services only offer direct access to a limited range of destinations.

244 LTP 2006 - Appendices Rural Issues

31.22 Innovative ways of providing better bus services are needed for rural areas, and of improving integration with rail services. One service has been introduced linking smaller settlements to Solihull Station and is supported by a rural bus grant. The Heart of England Taxibus is another good example of an inclusive new approach to rural public transport, particularly for people with impaired mobility.

31.23 Good access between rural and urban areas must be maintained to allow the rural population access to urban services and to permit the urban population access to rural leisure pursuits.

31.24 Higher accident severity in rural areas will be addressed by suitable means, such as speed cameras and other measures on the major roads. The problems of inappropriate traffic and speeds on secondary roads need to be tackled by a combination of traffic management, traffic regulation, enforcement and education. It is possible to discourage inappropriate and extraneous traffic, and Active Traffic Management on the M42 will help significantly. Solihull is developing a consistent approach to traffic calming specifically for rural settlements.

31.25 Sustainability considerations generally discourage new or more intensive development in rural areas, and this is reinforced by green belt planning policies, which also support strategic park and ride sites to serve the conurbation they would be located within or on the edge of rural areas and will clearly provide an excellent service for the rural areas.

Targets

31.26 Due to the scale and position of the rural parts of the West Midlands, it is inappropriate to develop specific targets. No distinction is made between urban and rural targets.

Projects and Programmes

31.27 All of the LTP projects and programmes are included in the main schedule and no separate listing has been provided for rural areas.

LTP 2006 - Appendices 245 Rural Issues

246 LTP 2006 - Appendices