Comment

Representation ID: 45871

Received: 11/10/2021

Respondent: St Modwen Developments Ltd

Agent: Planning Prospects Ltd

Uffmoor Vale


1 Introduction

1.1 Overview

1.1.1 PJA has been appointed by St Modwen to provide transport planning advice regarding the proposed allocation of a site for development referred to as ‘Uffmoor Vale’, located at Land South of Manor Way, Halesowen.

1.1.2 This note has been prepared in response to the Draft Black Country Plan Regulation 18 consultation. Uffmoor Vale includes Site Reference ‘SA-0135-DUD’ within the Draft Black Country Plan.

1.2 Previous Submissions

1.2.1 At the ‘Call for Sites’ stage of the Black Country Plan Review, PJA prepared a transport appraisal and provided input to the Vision Document submitted to the Black Country authorities. PJA also met with Dudley Metropolitan Borough Council (DMBC) in its role as the Local Highway Authority (LHA) to discuss the proposed allocation.

1.2.2 The conclusions of the transport appraisal were as follows:

 Access to the site is deliverable, via a new junction with A456 Manor Way, using land within the developer’s control;
 Pedestrian and cycle connections can be provided to enable access by sustainable modes, including access across Manor Way;
 The site is accessible to regular public transport services, and is close to the proposed SPRINT
bus rapid transit route; and






LOCATION Seven House High Street Longbridge Birmingham B31 2UQ
TELEPHONE EMAIL
0121 475 0234 birmingham@pja.co.uk
WEBSITE pja.co.uk






 The impact of the development on the capacity of the highway network could be mitigated against.
1.3 Reg 18 Consultation

1.3.1 The proposed allocation was considered within the ‘Draft Black Country Plan Site Assessment
Report (August 2021)’. In relation to transport, the site proforma noted the following:

 Highway access and transportation: No formal access points identified into the site. Access can be achieved at various points (Rated Green – no / negligible access constraint).
 Impact on the wider highway network: This is a very large site which has the potential to have significant implications for the local network if developed for housing (Rated Amber – Likely to have unacceptable impacts which can be adequately mitigated).
 Accessibility by walking or public transport following any viable mitigation:

 Primary school: within 15 minutes (Rated Red) – possibly an error as within 15 minutes should be scored as amber.
 Secondary school: within 25 minutes (Rated Amber)

 GP/Health Centre/Walk in Centre: within 15 minutes (Rated Amber)

 Strategic Centre/Employment Area: within 30 minutes (Rated Amber)

 Centre/Foodstore: over 15 minutes (Rated Red)

 Connections to local cycle networks: None (Rated Red)

 Opportunities: No opportunities identified (Rated Amber)

 Sustainability Appraisal: No negative or positive impacts for SA Objective 9: transport

 Conclusions: Notes a poor relationship with existing residential development to the north due to A456 Manor Way which ‘forms a strong barrier feature’.
1.4 Purpose of Note

1.4.1 This note presents further evidence to supplement the Call for Sites representations and support the proposed allocation of the site for residential led development.

 Section 2 presents measures to overcome severance and provide access across Manor Way;

 Section 3 summarises the innovative transport solutions that will be offered by the mobility hub;
 Section 4 identifies new cycle infrastructure that can be delivered to connect the site to facilities in Halesowen;




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 Section 5 presents the public transport solution, including potential access to SPRINT; and

 Section 6 recommends changes to the site assessment to reflect the evidence presented.

2 Manor Way Infrastructure

2.1 Overview

2.1.1 The site is well located to accommodate major residential led development due to its immediate access to A456 Manor Way, a key arterial route. Unlike many sites considered within the Black Country Plan Review, it is not reliant on connections into, or through, densely populated residential areas.

2.1.2 However, as noted in the Site Assessment, the presence of a major arterial route along the site’s northern boundary generates severance between the site and the areas to the north.

2.1.3 Severance is the perceived division that can occur within a community, and may result from the difficulty of crossing a heavily trafficked road or a physical barrier created by the road itself.

2.1.4 These factors are acknowledged but can be mitigated against with a package of infrastructure improvements including:

 A new pedestrian / cycle bridge over Manor Way at the eastern boundary of the site;

 Providing crossing facilities within the site accesses; and

 A corridor treatment of Manor Way, to reduce traffic speeds and remove hard infrastructure.

2.1.5 These opportunities were identified in PJA’s appraisal at the Call for Sites stage. This further assessment has prepared preliminary designs, using topographical survey data where appropriate, to demonstrate that a package of appropriate mitigation measures can be delivered.

2.1.6 A summary of the proposed highway infrastructure on Manor Way is presented in Figure 1.

















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Figure 1: Manor Way Proposed Infrastructure

2.2 Pedestrian / Cycle Bridge

2.2.1 Blakedown Road, immediately north of Manor Way, is at a higher level than the site. This presents an opportunity to provide a pedestrian / cycle bridge over Manor Way, connecting directly into the key routes towards Halesowen town centre.

2.2.2 A preliminary design has been prepared based on topographical survey data to demonstrate how a pedestrian / cycle bridge could be provided (extract in Figure 2 with a full design in Appendix A).














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Figure 2: Extract - Pedestrian / Cycle Bridge Design

 The design incorporates the following features:5.7m clearance over Manor Way, which is compliant with DMRB CD127 ‘Cross Sections and Headrooms’, which provides the standards for footbridge clearances on the Strategic Road Network;
 A minimal ramped distance onto Blakedown Road on the northern side of Manor Way, offering a direct connection to routes into Halesowen;
 A ramped route within the site, at a 1:20 slope with landings as required by UK Building
Regulations; and

 The entire bridge structure would be deliverable within the extent of adopted highway, or within the site.
2.2.3 The proposed pedestrian / cycle bridge is therefore entirely deliverable and would offer an attractive traffic free, direct route across Manor Way leading directly into Halesowen.

2.3 Pedestrian / Cycle Crossings

2.3.1 The previous appraisal identified two additional crossing opportunities on Manor Way:

 At the site access junction, within the proposed traffic signals;



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 At a standalone toucan crossing, immediately west of the junction with Uffmoor Lane (which would be incorporated into the development).
2.3.2 On the northern side of Manor Way, at the site access, there is a level difference to Blakedown Road. A preliminary design has been prepared based on topographical survey data which demonstrates how a ramped pedestrian/ cycle route could connect Manor Way to Blakedown Road as part of the overall active travel strategy.

2.3.3 The preliminary designs demonstrate that the site access and pedestrian crossing facilities would be compliant with DMRB standards and can be delivered entirely within the adopted highway boundary, or the site. A preliminary design is provided within Appendix B.

2.4 Severance Reduction

2.4.1 A scheme has been prepared which would reduce severance on Manor Way, by introduction of the following changes:

 Reduction in the speed limit to 40mph, which would be consistent with sections of the A456 corridor which include junctions and crossings.
 Removal of the physical barrier in the central reservation, and replacement with hard and soft landscaping;
 Introduction of a two-way cycle route and widened footway on the southern side of the carriageway, combined with the additional crossing points.
2.4.2 A concept scheme design for Manor Way has been prepared and is provided within Appendix C.

2.4.3 This scheme would maintain Manor Way’s capacity as a major A-road whilst removing the sense of severance. An example of a similar scheme example is Saxon Gate (Milton Keynes).






















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Figure 3: Severance Example



















Manor Way - Current Example – Saxon Gate, Milton Keynes




2.4.4 Implementation of the scheme, in addition to the new bridge and crossing facilities, would mitigate the severance caused by Manor Way, whilst retaining the benefits of providing direct access onto a key arterial route.

3 Mobility Hub

3.1.1 The creation of a new residential community will support new facilities that will enable sustainable travel.

3.1.2 The site will be anchored by a local centre and mobility hub, which will both reduce the need to travel from the site to access day to day facilities and provide innovative transport services.

3.1.3 Mobility hubs act as a focal point for the community offering a one-stop location for transport services, including:

 E-Scooters - with docking and charging facilities.

 Car/Van Club - provision of infrastructure and parking spaces (all vehicles required to be
Electric and all spaces to have active Electric Vehicle Charging Point (EVCP)).

 E-Bikes (for hire and sharing) - with docking and charging facilities.

 Bike Repair Workshop.

 Package Delivery Lockers.

 Ride Hailing (shared taxis).


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 "Delivery Hub" - which allows all deliveries to be made to a central point, with deliveries then collected by occupiers by foot, or distributed by cargo or electric bike.
 EV Parking and Charging Infrastructure.

 Ride Hailing (shared taxis).

Figure 4: Example Mobility Hub Illustration (Source: UK Mobility Hubs Guidance, CoMoUK)






























4 Offsite Pedestrian and Cycle Infrastructure

4.1 Overview

4.1.1 Large scale residential led development presents the opportunity to offer a range of day-to-day facilities to reduce the need to travel from the site. At Uffmoor Vale, this would include a primary school and mixed-use local centre which could offer food and non-food retail, health and community facilities.

4.1.2 There will be residual demand to access facilities outside of the site, in particular Halesowen town centre and closest secondary school, which are both within 2km of the site boundary. A detailed assessment of walking and cycling routes, and a suggested package of infrastructure improvements is provided within Appendix D and summarised below.




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4.1.3 Beyond the town centre, access to destinations further afield such as Halesowen college and local employment areas will be supported by the mobility hub (including travel by e-bike) and the public transport strategy.

4.2 Routes Assessed

4.2.1 Six route segments were assessed between the site and key local trip attractors as highlighted in Figure 3.

Figure 5: Walking and Cycling Audit Segments

4.2.2 Each route was assessed for suitability for both walking and cycling based on the following criteria, which are recognised in national guidance, in particular Local Walking and Cycling Infrastructure Plans.









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Table 1: Walking and Cycling Audit Criteria


Walking Cycling
Terms of Reference Walking Route Audit Tool LTN 1/20
Route Selection Tool Criteria
Criteria Attractiveness Comfort Directness Safety Coherence
Directness Gradient Safety Connectivity Comfort



4.2.3 The audit (Appendix D) provides a detailed assessment of each segment.

4.3 Scheme Proposals

4.3.1 The walking and cycling audit identifies opportunities for improvements, highlighted in Figure 6.

Figure 6: Proposed Walking and Cycling Infrastructure Improvements

4.3.2 The proposed improvements are summarised in Table 2.



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Table 2: Proposed Walking / Cycling Interventions

Proposed Intervention
Location


Signalised crossing of
Queensway

Summary Precedent imagery


Route 1
Improve signalised crossing to incorporate cyclists












Junction improvement at
Summer Hill/Queensway
Removal of a traffic lane to provide road space reallocation for the provision of a contraflow traffic lane.











Summer Hill/Dogkennel
Lane/Blackberry Lane
Tightening of radii to reduce crossing distance. Build outs at Waxland Road, Summer Hill to provide cyclists travelling across the junction to/from the town centre with better visibility along the major carriageway. Raised table and surface treatment to reduce vehicle speeds through the junction.







Waxland Road / Summer
Hill
20mph speed restriction.

Installation of tactile paving and flush dropped kerbs or provision of continuous footway.










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Proposed Intervention
Location


Waxland Road / Broadway
Avenue
Summary Precedent imagery


Route 2
Raised table / tighten of junction radii
Slows vehicles turning in and out of junction
and reduces the chance for left hook conflicts with cyclists.










Blakedown
Road/Huntlands Road
Raised table / tighten of junction radii
Slows vehicles turning in and out of junction and reduces the chance for left hook conflicts with cyclists.










Broadway Avenue
Blakedown Road
Priority features with cycle by pass to slow vehicle speeds.
















Broadway Avenue
Blakedown Road
20mph speed restriction.

Installation of tactile paving and flush dropped kerbs or provision of continuous footway.








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Proposed Intervention
Location
Route 5
Summary Precedent imagery
Hagley Road Section of two-way cycle track on the southern side of Hagley Road to connect with Albert Road and Huntlands Road











Hagley Road Toucan Crossing
Albert Road
Elizabeth Road
Selection of traffic calming measures to reduce vehicle speeds.

Measures may involve priority gateways with cycle bypasses, visual narrowing, raised tables at junctions and reducing side road radii.





















Elizabeth Road (between Albert Road and High Farm Road)
Potential for modal filter to deter rat running. Further work required to determine existing amount of through traffic.












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Proposed Intervention
Location
All side roads along priority corridors
Route 6
Connection between upgraded crossing over Manor Way and Uffmoor Lane
Summary Precedent imagery


Installation of tactile paving and flush dropped kerbs or provision of continuous footway


Provision of footway and separated cycle facilities with potential to reallocate road space.



4.3.3 Implementation of these measures, in combination with the proposed crossings of Manor Way, would provide:

 Continuous, improved walking routes from the site; and

 New, continuous, LTN 1/20 compliant cycling routes from the site to Hasbury local centre, Halesowen town centre, and Windsor High School and Sixth Form.
4.3.4 These schemes are entirely deliverable within the adopted highway, and could be brought forward as part of and to support development at Uffmoor Vale.

4.4 Wider Benefits

4.4.1 The proposed cycling interventions would offer a benefit both to future residents and the communities within Hasbury and surrounding areas, to the north of Manor Way.

4.4.2 The Propensity to Cycle Tool (PCT) provides an evidence base to inform cycling investment1. The tool indicates that cycle commuting mode share for the area immediately to the north Manor Way and for Halesowen town centre is just 1%.

4.4.3 However, should local infrastructure be improved to ‘Go Dutch’ standards, equivalent to the provision specified in LTN 1/20, the tool indicates the potential to increase cycle commuting to
11% mode share, and even higher use of e-bikes.

4.4.4 This evidence demonstrates that there is an unmet demand for cycling in Halesowen, which could be unlocked with new infrastructure provided by Uffmoor Vale.









1 www.pct.bike


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5 Public Transport

5.1.1 The Transport Appraisal identified that the site could be made accessible to high frequency bus services through diversion of the 4H service, which would continue to Halesowen town centre, Merry Hill, West Bromwich and Walsall.

5.1.2 An opportunity was also identified to provide a Park and Ride site for the future SPRINT bus rapid transit service, which would continue on the A456 corridor into Birmingham. This would bring significant benefits in terms of connectivity for the site, and in intercepting existing car journeys on the A456.

5.1.3 Discussions with TfWM have confirmed that the relevant SPRINT route is currently in concept development stage, and therefore potential Park and Ride sites are not being actively pursued at this point in time. Notwithstanding this, consideration will be given to the potential identification of Park and Ride sites in due course, and the potential of this site to offer this facility should be recognised as a potential benefit.

6 Reg 18 Site Assessment Comments

6.1.1 This note has presented additional evidence to further support the previous Call for Sites representations. On the basis of the updated strategy put forward, the transport elements of
the site appraisal should be re-assessed in line with Table 3 below.





























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Table 3: Site Appraisal - Suggested Scoring

Criteria Scoring Comments Suggested Scoring
Highway access and transportation
Green Agreed – this exercise confirms access is deliverable
Green
Impact on the highway network Amber Agreed – adequate mitigation can be provided
Accessibility to primary school Red Primary school provided on site
Accessibility to secondary school Amber Agreed – based on Transport
Appraisal
GP/Health Centre/Walk in Centre Amber Agreed – based on Transport
Appraisal
Amber Green Amber
Amber
Strategic Centre/Employment
Area
Amber Agreed – based on Transport
Appraisal
Amber
Centre/Foodstore Red The site will provide a local centre, including retail and delivery consolidation through the mobility hub.
Amber
Connections to local cycle network
Amber The proposed cycle infrastructure routes will connect the development to Halesowen and the secondary school
Green
Opportunities None The site could offer a location for a SPRINT P&R.
The ped/cycle infrastructure
will offer a benefit to existing communities
Reference opportunities to provide SPRINT and cycle infrastructure improvements for the existing community.
Sustainability Appraisal No -ve or +ve imacts for SA Objective 9 (transport)







Conclusions Poor relationship with existing development and A456 forms a strong barrier
Should be scored positively due to potential to provide public transport services and SPRINT within the site, provide offsite ped/cycle improvements, opportunities for local centre, access to major road network.
The proposed footbridge, crossing points and speed reduction treatment to the A456 would reduce these issues
Score + for SA Objective 9








Refer to existing issues that can be resolved through appropriate infrastructure.



7 Conclusions

7.1.1 This document has provided further transport evidence to accompany representations to the
Draft Black Country Plan.





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7.1.2 Section 2 demonstrates that the key transport infrastructure necessary to support the site is deliverable, including:

 A new pedestrian/cycle bridge over Manor Way;

 A new signalised site access, including a pedestrian crossing and ramped access on the northern side of the carriageway;
 A corridor treatment on Manor Way to reduce the severance effect between the site and
Halesowen.

7.1.3 Section 3 presents the local centre and mobility hub solution, which will serve to internalise trips within the site and offer innovative transport solutions for local residents.

7.1.4 Section 4 identifies a package of offsite pedestrian and cycle improvements that will deliver high quality routes between the site, Halesowen town centre, Hasbury local centre and Windsor High School and Sixth Form. The proposed schemes are entirely deliverable within the extent of adopted highway, and would offer a substantial benefit for existing residents, encouraging modal shift.

7.1.5 Section 5 summarises the public transport offer, which would include diversion of high frequency bus services and a potential opportunity to access the SPRINT network.

7.1.6 Section 6 considers the site’s appraisal with the Draft Black Country Plan. Based on the evidence provided in this document, it is considered that the development’s transport benefits have not been appropriately captured, and revised scoring has been suggested to reflect the site’s credentials.

7.1.7 It can therefore be concluded that with regards to transport, the site is appropriate for allocation within the Black Country Plan and should be considered accordingly.





















17






Appendix A Pedestrian / Cycle Bridge Preliminary Design






























































18
1:500 10 20 30
NOTES
These drawings have been produced with reference to the CDM Regulations 2015. Please note that these are pre-construction phase drawings and should be subject to further design risk management as required in accordance with Regulation 9
GENERAL NOTES:
1. This drawing is to be read in conjunction with all other relevant
Engineering and Architect's details.
2. The design details presented must be reviewed in conjunction with the wider site information and site constraints which may not be evident on drawing and must be requested if not already provided. This includes, but not limited to, ground conditions (geotechnical and geo-environmental), groundwater levels, buried services, remnant obstructions, ecology, tree protection and topography.
3. The Engineer shall be notified immediately, in writing, should any errors or discrepancies be found prior to the commencement or continuation of any works.
4. All work is to be carried out in accordance with current British
Standards, Building Regulations and NHBC Standards.
5. It is the responsibility of the Contractor to execute the works at all times in strict accordance with the requirements of the Health and Safety at Work Act 1974, and the C.D.M. Regulations 2015. The Contractor will be deemed to have allowed for full compliance, including full liaison with the CDM Co-ordinator, within his rates.
6. Any existing details which are shown on this drawing are for guidance only and are to be checked on site by the contractor. Any variations are to be recorded and reported to the engineer immediately.
7. Before work commences contractor should consult the engineer and the SI report regarding any contamination issues. All necessary Health and Safety measures to be taken
8. Source references:
- Topo survey - N1190 Rev P, dated 'September 2021'
- Sprint Park and Ride & Site Boundary - BM-M-04 Rev G, Dated
'09/07/2019'
- Highway Boundary - Jeremy Butler, dated '05/07/2019'
- LiDAR - downloaded dataset from Defra website, date accessed '19/08/2021'
9. 5.8m + 1.0m clearance to bridge. Based on Lidar. Topographical
survey of carriageway required for accurate design.
10. Ramp design principles:
- 1:20 gradient for 10m
- Landing between 1:20 ramps: 1:50 grade 1.5m



KEY


Highway Boundary

Site Boundary

Proposed Footbridge and Ramped Access

Proposed Footway

Proposed Footbridge Stepped Access

Sprint Park and Ride Area


























SECTION KEY
Existing Ground Level (Lidar)

Existing Ground Level (Topo)

Proposed Ramp/Bridge Level

146m

146m

146m

146m

145m

Horizontal

145m

145m

Horizontal

145m

144m
144m
144m

1.8 4.0
144m

143m

143m

143m

143m

REV DATE REVISION NOTE BY

142m

142m

142m

142m
Seven House ú High Street
Longbridge ú Birmingham
B31 2UQ ú Tel: 0121 475 0234

141m

140m

141m

140m

141m

140m

141m

140m



CLIENT
Birmingham ú Bristol Exeter ú London ú Reading pja.co.uk

139m

139m

139m

139m
St Modwen Developments Ltd

138m

137m

138m

137m

138m

137m

138m

137m

PROJECT

Manor Way, Dudley

Cross Section

Existing Ground Level


Chainage

Long Section

Existing Ground Level

Chainage

DRAWING TITLE

Proposed Footbridge

Existing Lidar Level


Proposed Bridge Level

Existing Lidar Level


Proposed Bridge Level

DRAWING ISSUE STATUS
INFORMATION
PJA JOB No.
SUB-CODE
DRAWING NO.
REVISION

Cut & Fill Differential
Cut & Fill Differential
04336 - C -
0101
- P0
BIM DRAWING REFERENCE

SCALE
DRAWN REVIEWED
DATE
A1@1:500 JAL AN 04.10.21






Appendix B Preliminary Site Access Design






























































19
1:250 4 6 8 10 12 14 16 18
NOTES
These drawings have been produced with reference to the CDM Regulations 2015. Please note that these are pre-construction phase drawings and should be subject to further design risk management as required in accordance with Regulation 9








1 in 3 grade

GENERAL NOTES:
1. This drawing is to be read in conjunction with all other relevant
Engineering and Architect's details.
2. The design details presented must be reviewed in conjunction
with the wider site information and site constraints which may not be evident on drawing and must be requested if not already provided. This includes, but not limited to, ground conditions (geotechnical and geo-environmental), groundwater levels, buried services, remnant obstructions, ecology, tree protection and topography.
3. The Engineer shall be notified immediately, in writing, should any errors or discrepancies be found prior to the commencement or continuation of any works.
4. All work is to be carried out in accordance with current British
Standards, Building Regulations and NHBC Standards.
5. It is the responsibility of the Contractor to execute the works at all times in strict accordance with the requirements of the Health and Safety at Work Act 1974, and the C.D.M. Regulations 2015. The Contractor will be deemed to have allowed for full compliance, including full liaison with the CDM Co-ordinator, within his rates.
6. Any existing details which are shown on this drawing are for guidance only and are to be checked on site by the contractor. Any variations are to be recorded and reported to the engineer immediately.
7. Before work commences contractor should consult the engineer and the SI report regarding any contamination issues. All necessary Health and Safety measures to be taken.
8. Source references:
- Topo survey - N1190 Rev P, dated 'September 2021'
- Site Boundary - BM-M-04 Rev G, Dated '09/07/2019'
- Highway Boundary - Jeremy Butler, dated '05/07/2019'
- LiDAR - downloaded dataset from Defra website, date accessed '19/08/2021'
9. Ramp design principles:
- 1:20 gradient for 10m
- Landing between 1:20 ramps: 1:50 grade 1.5m

KEY
Highway Boundary

Site Boundary

RW Retaining Feature

1in 3 Embankment





Proposed Site Access



1:500 10 20 30



145m
145m

144m
144m

143m

142m
143m

142m

SECTION KEY
Existing Ground Level (Topo and Lidar)

141m

Long Section


Chainage
141m
Proposed Ramp Level

Existing Ground Level

Proposed Road CL Level

Vertical Profile Geometry

Horizontal CL Alignment

Length 13.89m Length 40.49m Length 5L.e4n4gmth 1.50m

Cut & Fill Differential







20 30 40 50 60 70





REV DATE REVISION NOTE BY

Seven House ú High Street
Longbridge ú Birmingham
B31 2UQ ú Tel: 0121 475 0234



CLIENT
Birmingham ú Bristol Exeter ú London ú Reading pja.co.uk

St Modwen Developments Ltd

PROJECT

Manor Way, Dudley


\ \ \ \ \ \ \ \ \ \
\
\
\
\ \ \ \ \ \ \ \ \ \ \ \ \ \ \
\ \ \
\ \ \
\

\ \ \ \
\

DRAWING TITLE
\
\
\
\
\
\
\




Existing road markings revised to
40mph design speed
\
Existing road markings revised to 40mph design speed

Existing road markings revised to 40mph design
speed Existing road markings revised to
40mph design speed
Proposed Access

DRAWING ISSUE STATUS
INFORMATION
PJA JOB No.
SUB-CODE
DRAWING NO.
REVISION
04336 - C -
0102
- P0
BIM DRAWING REFERENCE

SCALE
DRAWN REVIEWED
DATE
A1@As Shown JAL AN 06.10.21






Appendix C Manor Way Concept Scheme






























































20
1:1250 20 30 40 50 60 70 80 90

INSET 1 (1:1250)






















Existing 40/NSL gateway to be removed






















Proposed crossing facility
NOTES
These drawings have been produced with reference to the CDM Regulations 2015. Please note that these are pre-construction phase drawings and should be subject to further design risk management as required in accordance with Regulation 9
GENERAL NOTES:
1. This drawing is to be read in conjunction with all other relevant
Engineering and Architect's details.
2. The design details presented must be reviewed in conjunction
with the wider site information and site constraints which may not be evident on drawing and must be requested if not already provided. This includes, but not limited to, ground conditions (geotechnical and geo-environmental), groundwater levels, buried services, remnant obstructions, ecology, tree protection and topography.
3. The Engineer shall be notified immediately, in writing, should any errors or discrepancies be found prior to the commencement or continuation of any works.
4. All work is to be carried out in accordance with current British
Standards, Building Regulations and NHBC Standards.
5. It is the responsibility of the Contractor to execute the works at all times in strict accordance with the requirements of the Health and Safety at Work Act 1974, and the C.D.M. Regulations 2015. The Contractor will be deemed to have allowed for full compliance, including full liaison with the CDM Co-ordinator, within his rates.
6. Any existing details which are shown on this drawing are for guidance only and are to be checked on site by the contractor. Any variations are to be recorded and reported to the engineer immediately.
7. Before work commences contractor should consult the engineer and the SI report regarding any contamination issues. All necessary Health and Safety measures to be taken.
8. Source references:
- Topo survey - N1190 Rev P, dated 'September 2021'
- Site Boundary - BM-M-04 Rev G, Dated '09/07/2019'
- Highway Boundary - Jeremy Butler, dated '05/07/2019'
- LiDAR - downloaded dataset from Defra website, date accessed '19/08/2021'
9. Regular 40mph repeaters required along Manor Way in both
directions



1:1250 20 30 40 50 60 70 80 90


INSET 2 (1:1250)


105
KEY


Highway Boundary

Site Boundary

61 87

55

Carriageway

Proposed Footway
37
Proposed Shared Footway/Cycleway

Proposed Cycleway

Proposed crossing facility

Proposed Hard Verge/Landscaped Area

Proposed Cycle/Pedestrian Footbridge

Proposed Gateway HFS Surfacing

Proposed Verge

Proposed Indicative Tree Location










1:100 1 2
3 4 5 6 7













7.3 4.0 7.3

1:10

100

200

300 400 500 600 700

Existing Typical Cross Section


LB
66 56
LEASOWES COURT
152.7m
Churchwell
Court
MAYFIELD ROAD
Halas Home
Hare and Hounds
(PH)

Torgatten
The Hasbury Inn
(PH)

154.8m
Works
The Retreat
160.0m
165.5m
FS
LB
160.0m TCB PO
Shelter
154.8m
Warehouse
Seth Somers Park
(Cricket Ground)
St Margaret's Ch
Surgery
Issues
Posts
164.6m
Garage
School House
159.7m
162.5m
167.0m
Post
The Maypole
(PH)

LB
159.7m
161.5m

157.9m

158.5m

Playground
75

P1 08.10.21

Drawing name changed JAL
Shelter
153.9m
TCB LB
158.2m
Issues
T 2
El
Sub Sta
El Sub Sta
Pavilion
REV DATE REVISION NOTE BY
INSESinks
Halesbury
Court
El Sub Sta
Gas
Governor
Issues
Issues

Issues
Fire
Station
El
Sub Sta
1
154.5m
Playground
Sports Ground
Seven House ú High Street
Longbridge ú Birmingham
149.0m
150.3m
B31 2UQ ú Tel: 0121 475 0234

Playing Field
FB

Lutley Primary School

B
145.7m
BM

Foot Bridge

CR
Birmingham ú Bristol
Exeter London Reading
Shelter
146.34m
CR
Lutley Primary School
FB
El Sub Sta
LB TCB
pja.co.uk
143.9m

...... ....
INSE143.3m T 1
Garage
B
Playground
CLIENT
.... ......
...... ....
.... . .....

Huntlands
145.7m
Phoenix
El Sub Sta
St Modwen Developments Ltd
1.0
7.3 4.0 7.3
1.0 4.0 1.0

2

Foxhunt
148.7m

144.5m
Silverstones
Nine Acres
FB
Existing 40/NSL
gateway to be
removed

Golf Range
Collects

PROJECT
The
(PH)
Section A
El
Sub Sta

145.1m
160.9m
BM 161.70m
Manor Way,
A
155.4m
LB
A
Dudley
Uffmoor

Adria
Garage
Uffmoor Grange
143.3m
Hayley Green
Barns

Pond
152.1m
DRAWING TITLE
Ponds
146.9m
Issues
156.4m

BM
154.84m
LB

El Sub Sta
Manor Way Route Option
Uffmoor Farm

154.5m


Ivy Cottage 152.7m

156.7m

Tank


Tk S

Dovehousefields Farm

DRAWING ISSUE STATUS
INFORMATION
157.3m
PJA JOB No.
SUB-CODE
DRAWING NO.
REVISION
P1
Sinks
04336 - C -
0103 -
.... ......
.... . .....
...... ....
...... ....
...... ....
..... . ....
Goodrest Farm
Issues

1.0

7.3 4.0 7.3

1.0 2.5 2.0

1.0

Field Cottage Farm
Pond

164.3m

Tank
Hunnington
156.7m

Collects

BIM DRAWING REFERENCE
Pond
KeneClmotstage
BM 166.85m
Issues
Section B

Blue Bird
Park
157.3m
SCALE
DRAWN REVIEWED
DATE

Issues
Issues
LB TCB

Pavilion

Hunnington Station
A1@As Shown JAL AN 06.10.21
Uffmoor Wood
Breach Dingle






Appendix D Walking and Cycling Audit






























































21








Technical Note


Project: Manor Way, Dudley


Subject: Walking and Cycling Audit

Client: St Modwen Developments Ltd Version: A Project No: 04336 Author: LB Date: 29/09/21 Approved: JW
1 Introduction

1.1 Overview

1.1.1 PJA has been commissioned by St Modwen Developments to prepare a technical appraisal of transport and access matters relating to Land South of Manor Way, Halesowen (referred to as Uffmoor Vale).

1.1.2 This walking and cycling audit has been prepared to accompany representations to the Draft Black Country Plan Regulation 18 consultation, providing a comprehensive review of walking and cycling routes to local facilities. A package of recommendations is provided at the end of this note.

2 Scope and Methodology of Assessment

2.1 Location of local facilities

2.1.1 An extensive range of facilities including shops, banks, restaurants and cafes are located within Halesowen Town Centre, approximately 1.2km from the north eastern extent of the site. It is pertinent to note that it is generally accepted that short journeys of up to 2km are suitable for walking, and 5km for cycling. A parade of shops is also located on Hagley Road, including a takeaway, restaurants and convenience store, at approximately 600 metres from the site’s north
western boundary. The location of these facilities is shown in Figure 1.












LOCATION Seven House High Street Longbridge Birmingham B31 2UQ
TELEPHONE EMAIL
0121 475 0234 birmingham@pja.co.uk
WEBSITE pja.co.uk






Figure 1: Local Facilities

2.2 Identification of walking and cycling routes

2.2.1 A number of walking and cycling desire lines were identified between the pedestrian and cycle access points and the clusters of facilities identified above. These were snapped to the local highway network to identify a number of routes to audit. Consideration has also been given to the routes to the closest secondary school, Windsor High School and Sixth Form. The development proposals include a primary school and so it is anticipated these trips would be internalised within the site.

2.2.2 The desire lines and associated routes are shown in Figure 2.











2






Figure 2: Pedestrian and cyclist desire lines and routes.

2.2.3 For the purpose of this assessment, the routes were considered in the following segments:

Figure 3: Walking and Cycling Audit Segments






3






2.3 Methodology

Walking

2.3.1 All of the identified routes were audited on foot and consideration was given to the Walking Route Audit Tool (WRAT) which is provided at Appendix A. The primary function of the WRAT is to assess the current condition and suitability of a walking route and provides a means of ensuring that all of the factors are considered during the site visit.

2.3.2 The routes have been considered in terms of:

 Attractiveness;

 Comfort;

 Directness;

 Safety; and,

 Coherence.

Cycling

2.3.3 The cycling route options were reviewed with consideration to traffic volumes and speed and a preferred route was identified alongside a set of measures to deliver a LTN 1/20 compliant route. Consideration was also given to the Route Selection Tool Criteria when evaluating routes:

 Directness;

 Gradient;

 Safety;

 Connectivity; and,

 Comfort.


















4






3 Walking and Cycling Audit

3.1 Route 1

Figure 4: Route 1

Walking

3.1.1 Route 1 provides a direct link north to Halesowen Town Centre from the north-eastern extent of the site via Waxland Road and Summer Hill. The route audit reported the following:

 Attractiveness - Footways well maintained, with no significant issues noted.

 Attractiveness - No evidence of vandalism with appropriate natural surveillance.
 Comfort – Some defects noted, typically isolated (such as trenching or patching) or minor (such as cracked, but level pavers). Defects unlikely to result in trips or difficulty for wheelchairs, prams etc. Some footway crossovers resulting in uneven surface.




5






 Comfort - Footway widths of between approximately 1.5m and 2m. Occasional need for ‘give and take’ between users and walking on roads.
 Directness – footways are provided to cater for desire lines, crossings are in single phase.

 Safety – traffic volumes low / visibility could be somewhat improved at the crossroads junction but unlikely to result in collisions.
 Coherence – Tactile paving missing at side road junctions.

Opportunities for a cycle route

3.1.2 Route 1 provides a direct link towards Halesowen Town Centre, relatively low trafficked and low speeds. Whilst there is not the corridor width available for segregated facilities, it may be suitable for cyclists to mix with traffic should traffic volumes be below 2000 PCU/24 hours. At a later stage of scheme development, this should be confirmed with traffic surveys.

3.1.3 Cyclists are required to cross the junction of Blackberry Lane/Waxland Road/Dogkennel Lane which could be improved to provide better visibility at the minor arms for passing traffic.

3.1.4 It is recommended that the existing Pelican crossing at Queensway is improved to provide a toucan crossing to cater for cyclists.

































6






3.2 Route 2

Figure 5: Route 2


Walking

3.2.1 Route 2 provides an east-west connection along site’s northern boundary along Blakedown Road, linking each of the site access points to the route into the town centre on Waxland Road. The route audit identified the following:

 Attractiveness - Footways well maintained, with no significant issues noted. / No evidence of vandalism with appropriate natural surveillance
 Comfort –No instances of vehicles parking on footways noted. Clearance widths generally in excess of 2m between permanent obstructions.
 Directness – Footways are mostly provided to cater for desire lines, crossings are in single phase. Connection through to Broadway Avenue would be beneficial
 Safety – Traffic volumes low. Potential for high speeds due to long straight and wide roads.


7






 Coherence - Tactile paving missing at side road junctions / flush dropped kerbs are not provided at every side road

Opportunities for a cycle route

3.2.2 Route 2 forms a low trafficked link towards Halesowen Town Centre. Based on site observations, it is likely that traffic volumes would be suitable to accommodate cyclists mixed in with traffic, however this would need to be confirmed with traffic surveys at the appropriate design stage (traffic volumes should be below 2000 PCU/24 hours).

3.2.3 There may be the potential for high vehicle speeds due to wide straight nature of the roads and traffic calming measures may be necessary. It is recommended that traffic surveys are undertaken at the appropriate design stage to establish the 85th percentile speed on the local roads. Traffic calming should be cycle-friendly e.g. sinusoidal speed humps, and pinch points should have cycle bypasses.

3.2.4 It is considered that there is an opportunity to create link with the route on Waxland Road to
Halesowen Town Centre.




































8






3.3 Route 3

Figure 6: Route 3

Walking

3.3.1 Route 3 provides the most direct link towards to Halesowen Town Centre along Hagley Road.
However, DfT counts indicate c. 10,000 AADT traffic flows on this section of Hagley Road.

3.3.2 The route audit identified the following:

 Attractiveness - Levels of traffic noise and/or pollution could be improved/Minor littering.
Overgrown vegetation. Street furniture falling into minor disrepair (for example, peeling paint).
 Comfort – Some defects noted, typically isolated (such as trenching or patching) or minor (such as cracked, but level pavers). Defects unlikely to result in trips or difficulty for wheelchairs, prams etc. Some footway crossovers resulting in uneven surface.




9






 Comfort - Footway widths of less than 1.5m (i.e. standard wheelchair width). Limited footway width requires users to ‘give and take’ frequently, walk on roads and/or results in crowding/delay.
 Directness – Footway provision could be improved to better cater for pedestrian desire lines; the footway disappears on one side for approximately 70m. This results in pedestrians being required to cross the carriageway. There is no formal crossing provision in this location.
 Safety – Traffic volume moderate and pedestrians in close proximity.

 Coherence - Tactile paving missing at side road junctions.

Opportunities for a cycle route

3.3.3 Whilst route 3 provides a direct link north-east to Halesowen Town Centre, DfT counts indicate c.10,000 AADT flows. Should this link provide an LTN 1/20 compliant cycle route, a protected space for cycling would be required or traffic volumes would need to be restricted through wider measures such as bus gates.

3.3.4 Hagley Road serves local bus routes and would typically require a 13m corridor width as a minimum to deliver a compliant facility (2x2m footways, 3m two-way cycle track and a 6m carriageway). It is considered that there is not sufficient width along Hagley Road to deliver a segregated cycle track within constraints.































10






3.4 Route 4

Figure 7: Route 4

Walking

3.4.1 Route 4 provides a link though to Hagley Road and onwards to the town centre from the development site. The audit identified the following:

 Attractiveness - Footways well maintained, with no significant issues noted. /No evidence of vandalism with appropriate natural surveillance.
 Comfort – Some defects noted, typically isolated (such as trenching or patching) or minor (such as cracked, but level pavers). Defects unlikely to result in trips or difficulty for wheelchairs, prams etc. / Clearance widths between approximately 1.5m and 2m. Occasional need for ‘give and take’ between users and walking on roads due to footway parking. Footway parking causes some deviation from desire lines.
 Directness – footways are provided to cater for desire lines, crossings are in single phase



11






 Safety – traffic volumes and speeds are low

 Coherence - Tactile missing at side road junctions

Opportunities for a cycle route

3.4.2 Whilst the nature of Belbrougton Road and Quarry Lane itself is low trafficked, the onwards route through to the town centre would be via Hagley Road which has been identified as unsuitable for cycling, and with limited ability to provide an improvement that would be to LTN
1/20 standards. It Is therefore recommended that this route is not promoted for cycling.

3.5 Route 5

Figure 8: Route 5

Walking

3.5.1 Route 5 provides a key link between the development and Windsor High School and Sixth Form.
The route audit identified the following:



12






 Attractiveness - Footways well maintained, with no significant issues noted. / No evidence of vandalism with appropriate natural surveillance.
 Comfort – Footways level and in good condition, with no trip hazards. / Able to accommodate all users without ‘give and take’ between users or walking on roads.
 Footway widths generally in excess of 2m.

 Directness Traffic volume moderate and pedestrians in close proximity. / Crossing of road direct, but associated with some delay (up to 15s average).
 Safety – Traffic volume moderate and pedestrians in close proximity.

 Coherence - Tactile paving missing at side road junctions.

Opportunities for a cycle route

3.5.2 Route 5 provides a direct link to Windsor High School and Sixth Form. The first section, located on Huntland’s Road is lightly trafficked and considered suitable for cyclists. The route follows Hagley Road for a short section, where a protected facility would be recommended due to the volume of traffic.

3.5.3 The final section of the route via Albert Road, Elizabeth Road and Alexander Road is straight in nature which may contribute to the observed higher vehicle speeds. It is recommended that traffic surveys are undertaken to establish the traffic speeds and volumes for the route and appropriate traffic calming is proposed. A set of recommendations are provided in the next
chapter.



























13






3.6 Route 6

Figure 9: Route 6

3.6.1 Route 6 provides a link from the proposed crossing point on Manor Way at the westernmost extent of the site along Uffmoor Lane, to all walking routes.

3.6.2 The route is unsurfaced for the first section, and there is no footway on Uffmoor Lane where vehicle speeds may be high as they exit the A456. A footway should be created as part of the works to improve the crossing.

3.6.3 Given the low numbers of pedestrians in this location, a section of shared footway/cycleway may be suitable to provide cyclists with an off-carriageway facility in the vicinity of the junction with the A456.









14






4 Walking and Cycling Proposals

Priority Corridors Identified

4.1.1 The walking and cycling audit has provided a review of the existing facilities, whilst giving consideration to the opportunities to provide a high quality cycle route, in accordance with LTN
1/20.

4.1.2 By reviewing the route options along key desire lines, this assessment has identified priority corridors where there are opportunities to deliver cycle infrastructure. These key corridors and recommendations are indicated at Figure 10 and include routes, 1, 2, 5, and 6.

Figure 10: Proposed Walking and Cycling Interventions

4.1.3 The recommendations include traffic calming to reduce traffic speeds where traffic volumes are already low, particularly along Blakedown Road, Broadway Avenue and Waxland Road. Traffic surveys will be required to confirm vehicle volumes and speeds, prior to a detailed scheme being
progressed.


15






4.1.4 It is recommended that some junctions along this section are improved to provide raised tables, tighter radii to reduce the crossing distance for pedestrians and slow turning motor vehicles. Further detail and precedent images for this arrangement is provided in the table below.

4.1.5 It is recommended that a small section of protected facility is proposed on the southern side of Hagley Road to provide a connection through the local centre. A parallel or toucan crossing adjacent to Albert Road would provide a safe transition to the route continuing northwards towards the secondary school and sixth form.

4.1.6 Following the results of traffic surveys, a package of traffic calming schemes could be delivered for the link on Albert Road and Elizabeth Road. Measures may involve priority gateways with cycle bypasses, raised tables at junctions and reducing side road radii to slow vehicles turning in and out of side roads (this also reduces left hook cyclist conflicts).

4.1.7 It is recommended that these routes are supplemented with a comprehensive signage strategy, directing residents to the key destinations. A summary of the proposals in figure 10 is also provided in Table 1 below.

Table 1: Proposed interventions along the priority corridors

Proposed Intervention
Location


Signalised crossing of
Queensway

Summary Precedent imagery


Route 1
Improve signalised crossing to incorporate cyclists and provide a Toucan facility.










Junction improvement at
Summer Hill/Queensway
Removal of a traffic lane to provide road space reallocation for the provision of a contraflow traffic lane.














16






Proposed Intervention
Location
Summer Hill/Dogkennel
Lane/Blackberry Lane
Summary Precedent imagery


Tightening of radii to reduce crossing distance. Build outs at Waxland Road, Summer Hill to provide cyclists travelling across the junction to/from the town centre with better visibility along the major carriageway. Raised table and surface treatment to reduce vehicle speeds through the junction.




Waxland Road / Summer
Hill
20mph speed restriction.

Installation of tactile paving and flush dropped kerbs or provision of continuous footway.




Waxland Road / Broadway
Avenue
Route 2
Raised table / tighten of junction radii
Slows vehicles turning in and out of junction
and reduces the chance for left hook conflicts with cyclists.








Blakedown
Road/Huntlands Road
Raised table / tighten of junction radii
Slows vehicles turning in and out of junction and reduces the chance for left hook conflicts with cyclists.























17






Proposed Intervention
Location
Broadway Avenue
Blakedown Road
Summary Precedent imagery


Priority features with cycle by pass to slow vehicle speeds.











Broadway Avenue
Blakedown Road
20mph speed restriction.

Installation of tactile paving and flush dropped kerbs or provision of continuous footway.


Route 5
Hagley Road Section of two-way cycle track on the southern side of Hagley Road to connect with Albert Road and Huntlands Road









Hagley Road Toucan Crossing
Albert Road
Elizabeth Road
Selection of traffic calming measures to reduce vehicle speeds.

Measures may involve priority gateways with cycle bypasses, visual narrowing, raised tables at junctions and reducing side road radii.



















18






Proposed Intervention
Location
Summary Precedent imagery














Elizabeth Road (between Albert Road and High Farm Road)
Potential for modal filter to deter rat running. Further work required to determine existing amount of through traffic.










All side roads along priority corridors
Installation of tactile paving and flush dropped kerbs or provision of continuous footway

Route 6
Connection between upgraded crossing over Manor Way and Uffmoor Lane


Provision of footway and separated cycle facilities with potential to reallocate road space.























19







Appendix A Walking Route Audit Tool (WRAT)





























































LOCATION Seven House High Street Longbridge Birmingham B31 2UQ
TELEPHONE EMAIL
0121 475 0234 birmingham@pja.co.uk
WEBSITE pja.co.uk
Local Cycling and Walking Infrastructure Plans
Walking Route Audit Tool


Overview
The primary function of the Walking Route Audit Tool (WRAT) is to assess the current condition and suitability of a walking route. The WRAT is intended to be used during or following a site visit and provides a means of ensuring that all of the factors are considered.

Walking Route Audit Tool Criteria
The WRAT uses a range of criteria to assess how well a route meets the core design outcomes, with scoring ranging from 2, being the highest, to 0, being the lowest.

The criteria are:
• attractiveness
• comfort
• directness
• safety
• coherence


How to use the RST
The WRAT requires the auditor to score the route against the following criteria:

0 for poor provision (RED)

1 for provision which is adequate but should be improved if possible (AMBER)

2 for good quality provision (GREEN)


A score of 70% (i.e. a score of 28 out of a potential 40 points) should normally be regarded as a minimum level of provision overall. Routes which score less than this, and factors which are scored as zero should be used to identify where improvements are required. As the scoring is sometimes qualitative the tool also allows the auditor to add comments explaining their score allocation. The actions column allows auditors to record solutions to any of the issues identified on the route e.g.
Summary
General information regarding the route can be entered at the bottom of the tool.

Further Information
LCWIP Guidance (Annex C) provides further information about the WRAT.

Acknowledgement
The WRAT was developed by Local Transport Projects Ltd. as part of the Active Travel Wales
Guidance.