Key Issue 7 - Keeping the Black Country connected

IWA supports the need to increase the proportion of people walking and cycling both to reduce the impact of vehicular transport and to increase the health and well being benefits. Canal towpaths with adequate management in place provide safe and attractive routes for walking and cycling.

Dear Helen

BLACK COUNTRY CORE STRATEGY ISSUES & OPTIONS CONSULTATION

Thank you for forwarding me details of the above referenced consultation. Highways England ('we') are responsible for the operation and maintenance of the Strategic Road Network (SRN) in England. The network includes all major motorways and trunk roads.

The M5 and M6 motorways which form part of the Birmingham Motorway 'Box' are sections of the SRN in the area covered by the Black Country Joint Core Strategy.

Highways England has undertaken a review of the consultation material in order to consider the potential implications arising for the SRN from the revised Core Strategy.

The consultation document asks a significant number of questions, only some of which are directly relevant to our remit.

Question 1 of the consultation considers the approach to the review of the plan. Highways England support the proposed approach to provide a partial review of the 2011 plan such that it maintains in general, the existing 'two tier' document approach to setting the spatial portrait of the area. We note however that the Core Strategy document sets out that "it may be necessary for the Core Strategy to include allocations of strategic sites". We consider that such an approach is essential for the consideration of any new strategic growth sites not already considered by the existing plan.

Such sites will often require the delivery of significant transport infrastructure, which takes time and resources as well as good co-ordination between different stakeholders to deliver. To ensure the cumulative implications of such sites are properly considered it is vital that the Core Strategy provides as much clarity as is possible on the location and scale of proposed strategic site allocations at the submission stage of the plan so that the strategic transport implications of such development can be determined and mitigation strategies agreed.

Question 5 of the consultation considers the need for a Green Belt review. Highways England supports the approach to the Black Country Green Belt review subject to the principle that existing or new policies seek to continue to maximise the reuse of brownfield land as the starting point for site allocation policy. Such a sequential approach is likely to provide the best opportunity to reduce the transport implications of development.

Evidence Base
We have considered the proposed evidence base set out in Section 3 table 1 of the consultation document and have the following observations:

We support the principle that the Greater Birmingham and Black Country Housing Market Area (HMA) Strategic Growth Study and a Black Country Green Belt Review should form the key evidence base for any new strategic land allocations considered under the Black Country Core Strategy. We note, however, that the Infrastructure and Transport evidence bases as currently outlined lack precision as to what the terms of reference of the Infrastructure Studies and Transport Impacts and Accessibility Planning Study will include.

As the Highway Authority for the SRN it is important that Highways England is consulted on the terms of reference for these studies to confirm what further involvement will be necessary so that the evidence base suitably considers the implications of development upon the SRN. In particular, we note that the Highways England Route Strategies (published in March 2017) includes the relevant evidence on the challenges affecting our network. The relevant Route Strategy reports comprise:

* London to Scotland West: (includes M5 and M6 corridors)
* Midlands to Wales and Gloucestershire: (includes M54 corridor)

Further emphasis should also be put on upcoming major regional study projects including that being developed by Midlands Connect which is considering strategic issues on the Birmingham Motorway Box.

Connectivity
A major issue concerning Highways England with regard to the Core Strategy is the connectivity of the Black Country and any future infrastructural challenges arising from the Plan. Connectivity is identified as a key issue within the Core Strategy consultation, however, at this stage new issues are not explored in detail and we note no decisions on additional transport or land use policies have been taken. Matters relating to the spatial strategy are considered and these have a strong inter-relationship to connectivity needs. Further engagement with Highways England on connectivity issues will be necessary as the plan develops.

Spatial Strategy
We have reviewed the approaches considered with regard to the setting of a new spatial strategy for the Black County and our comments on the two stage approach set out in the consultation can be found below. With regard to our responsibility for the operation of the SRN, these comments therefore relate to the transport implications of the Options.

Stage 1 (Questions 10, 11a and 11b) - It is our view that the transport implications of Option 1A of the consultation are likely to provide continuity of the existing known transport issues arising from the 2011 Core Strategy with further issues arising incrementally from issues arising from Stage 2. Option 1B would give rise to a different set of transportation implications than existing policies. This approach could have either net positive or net negative implications for overall traffic flow on the SRN depending on how the policy is implemented but not enough information is available on the approach to determine this question at this time.

Should Policy 1B be implemented it may be capable of providing beneficial transport implications by seeking to maximise opportunities to place higher density development in locations benefiting from access to high quality sustainable transport networks. It may also provide an opportunity to relocate inappropriately sited existing lower density employment development (such as B8 warehousing) out of inappropriate locations. In implementing such an approach a careful balance would need to be struck to ensure the approach does not result in an excess level of 'out commuting' from existing urban areas in the Black Country to greenfield sites on the periphery of the West Midlands conurbation.

Stage 2 - (Questions 12a-14) - In transport terms we consider that Spatial Strategy Option H2 to provide an approach to housing in the Green Belt via the provision of Sustainable Urban Extensions (SUEs) to be preferable to H1. H1 may result in an uncoordinated approach to the provision of the necessary transport infrastructure and higher levels of reliance upon travel via private cars.
Option H2 is likely to be capable of maximising access to sustainable transport via the co-location of development with rail stations or other sustainable transport infrastructure. This is likely to be the best way that the spatial strategy can maximise opportunities to reduce the traffic implications of development. Highways England therefore supports the H2 approach insofar that it is identified to be compatible with the most sustainable outcomes identified from Stage 1.
Stage 2 - (Questions 16-20) - We have considered the transport implications of Spatial options E1, E2, E3 and E4 with regard the provision of land for employment outside of the existing urban areas. Site specific consideration are likely to be highly relevant to any sites considered under such broad strategies and it is not possible for us to identify preferred options based upon the level of evidence produced to date.

On the basis of the current information available we would note the following points:

* Option E3 appears to offer the greatest opportunities to support the provision of new sustainable transport infrastructure in Green Belt locations. This potentially could be delivered in combination with allocations considered under option H2 which is likely to provide the maximum opportunity within Greenfield sites. Option E1 is also likely to provide some opportunity to maximise the use of existing infrastructure. However, it carries site specific risks that some locations may add to existing highway capacity constraints; conversely other sites might add critical mass to ensure support for investment in sustainable transport infrastructure serving new and existing development is forthcoming.

* In transport terms option E2 appears most challenging to achieve transport sustainability as free standing sites have no existing population or infrastructure to support them. Any such sites would need careful consideration of the wider transport implications and be selected carefully on their own merits.

* Option E4 proposes to consider the export employment growth to neighbouring areas. This could consider how further employment growth in Birmingham and improved transport links to the Black Country might complement that Authority's housing needs which may need to be addressed within the Black Country. For other less accessible locations, which do not benefit from strong sustainable transport links to the Black Country, we note the risk that Option E4 could give rise to a high level of out commuting traffic via single occupancy private vehicles trips. If Option E4 is adopted then it should follow similar principles to option E2 in site selection to reduce the transport implications of development.

At this stage we have considered the issues likely to arise from the Black Country Core Strategy review but it is not possible to fully determine how these issues will result in specific transport implications for our network. As spatial options are developed we would encourage further engagement with us so that that the implications of the leading options can be considered further by us prior to the next stage of the plan's development. In particular, we would anticipate that effective dialogue over development of the evidence base as it relates to transport will be forthcoming.

Please do not hesitate to contact me if you require any more information or clarification.

Yours sincerely

Patricia Dray
OD Midlands
Email: Patricia.Dray@HighwaysEngland.co.uk

Cc: Catherine Townend (Highways England)
Matthew Taylor (Highways England)
Chris Cox (Systra)

Re: Black Country Core Strategy Review

Thank you for your consultation on the above document.

The Canal & River Trust (the Trust) is the guardian of 2,000 miles of historic waterways across England and Wales. We are among the largest charities in the UK. Our vision is that "living waterways transform places and enrich lives".
Following consideration of the document we have the following comments to make:
The waterways can be used as tools in place making and place shaping, and contribute to the creation of sustainable communities. We seek for any development to relate appropriately to the waterway, minimise the ecological impacts and optimise the benefits such a location can generate for all parts of the community.
The waterways span several local authority boundaries and it is therefore important to ensure that there is a clear and consistent approach to development. There is a recognised need to strengthen existing planning policy at all the different spatial levels in order to provide robust planning policy frameworks that supports canals, rivers and docks as a cross-cutting policy theme; acknowledging the value of canals, rivers and docks/wharves, in terms of
* being a form of strategic and local infrastructure performing multiple functions (including sustainable transport, open space and green infrastructure, land drainage and water supply as well as flood alleviation), which is likely to be affected by all scales and types of development;
* their roles in improving the physical environment, opportunities for people and the wider economy;

* their contribution to supporting climate change, carbon reduction and environmental sustainability;
* * the public benefits that can be and are being generated by our canals, rivers and docks/wharves;
* * support future development, regeneration and improvement of canals, rivers and docks/wharves;
* * protect the heritage, environmental and recreational value of canals, rivers and docks and to safeguard them against inappropriate development;
* * support their ability to deliver economic, social and environmental benefits to local communities and the nation, (currently valued at in excess of £500 million per annum);
* * secure the long-term sustainability of inland waterway network, their corridors and adjoining communities; and
* * their contribution to promoting Health and Wellbeing
The Core Strategy is therefore a key document in setting the overarching planning and regeneration policies across the area and ensuring a co-ordinated approach to the waterways across the Black Country.
The Trust therefore welcome continued support and recognition for the waterways but consider opportunities exist to strengthen Policies and further highlight the importance of the canal network to the Black Country

INDIVIDUAL QUESTIONS for EACH REP

The Campaign for Better Transport is a national campaign promoting the use of sustainable transport such as walking, cycling and the use of public transport such as buses, rail and Metro. We want to see the creation of a transport system that is a real alternative to the private car.

We welcome the publication of the Issues and Options report for the proposed revised Black Country Core Strategy and would make the following comments. For ease of reference, they are tied to the questions given in the on-line questionnaire webpage http://online.dudley.gov.uk/surveys/bccssurvey2017/bccs_planning_survey_2017.htm but are in a different order.

Working with our neighbours
Are there any West Midlands wide issues that the Black Country Core Strategy needs to consider?

Whilst the Black Country authorities have worked together to produce the Core Strategy, which effectively sets the planning policy for Dudley, Sandwell, Walsall and Wolverhampton, the Black Country should not be seen in isolation from the rest of the West Midlands conurbation or from the authorities in Staffordshire neighbouring the Black Country. There are a number of challenges facing the wider region and there needs to be joint working between authorities to tackle them. The West Midlands Combined Authority has emerged since the first Black Country Core Strategy was adopted in 2011, and it is clear that despite the set up for LEP's in the West Midlands that has seen three created including one for the Black Country there needs to be a West Midlands approach to meet the needs of the economy.

By far the biggest challenge facing the West Midlands is housing. The preamble to the Core Strategy suggests 22,000 new homes are needed. The "Birmingham Plan", published by Birmingham City Council and approved by the Planning Inspectorate suggested 51,000 new homes are needed by 2031 . One question that should be considered is whether the Black Country should look at assisting Birmingham by providing some of the additional homes that are needed by the city within its area. It is also notable that housing in the Black Country is often cheaper than that within the city of Birmingham, which will contribute to demand for commuting between the two areas.

The environment is also a key challenge. The links between air quality, pollution and public health are becoming better known, with recognition people living near to motorway and trunk corridors in urban areas suffer and have a poor quality of life. Planning leading to development being more car dependent is not the way to go; developers and local councils need to ensure sustainability.
Developments should be located near frequent, high quality public transport services (not an hourly bus that finishes at 6 p.m.), have the infrastructure needed for sustainable transport (e.g. cycle lanes, well lit footpaths for pedestrians) and should be future proof. There has recently been a lot of discussion about electric cars in the future and a number of manufacturers have indicated production of petrol and diesel engine cars will cease in the 2020's, in order to address air quality concerns.

However, there is a dearth of charging points for electric vehicles. New developments should provide these as a matter of course. Adapting existing buildings (some of which were built before mains electricity was widely available) will be even more challenging.

Meeting housing needs
Should the extra new homes needed across the Black Country be built on
Green Belt land only?
Employment land (where businesses currently operate) as well as some Green Belt?

We would not support housing development solely taking place on the Green Belt. Public transport connectivity to Green Belt sides around the Black Country and in neighbouring authorities is often poor with infrequent bus services or no local rail service (Brownhills springs to mind along with Hasbury). If development is to take place in Green Belt then there needs to be improvement to the public transport offer, coupled with good facilities for walking and cycling.

Supporting our town centres
Should we focus the growth of shopping, leisure and commercial development into our main town centres?

It's now clear that we are seeing a massive change in people's retail habits and in the way they do business, which will have an impact both on town centres and traditional high streets.

More and more people are now shopping on-line, covering everything from fashion and electrical appliances to the weekly supermarket shop. Financial transactions which used to be done in banks and post offices are increasingly being done on-line, with banks thinning their network of branches. Visiting the local council office to submit a planning application or apply for a blue badge during office hours is inconvenient - doing the process via a website open 24 hours a day is preferable for many citizens.

It is noticeable that the number of empty shops and offices is increasing. Dudley town centre has lost retailers owing to Merry Hill and out of town retail parks, but the pace has increased. Walsall town centre has pockets where there are empty shops and offices - although small businesses have kept the centre thriving.

Naturally the local authorities should do what they can in order to continue to support town centres and encourage small retailers to set up in empty units - particularly in properties they own. However, it is clear that there will be a reduction in "bricks and mortar" retail and a number of properties will become redundant. Even the "out of town" retail parks and supermarkets may reduce as retailers focus more on digital channels and home delivery. This may provide opportunities for local authorities in terms of what effectively would be "brownfield" sites which can be apportioned for other uses, for example housing or new commercial development to serve different uses such as manufacturing or leisure.
Indeed, increasing the proportion of housing in town centres may well be attractive as they are also transport hubs with good bus, rail and Metro connections. They also have local facilities and services nearby for the things that cannot be done over the internet.

Town centres should be developed and mixed use should be encouraged. They should not be left to wither and die. The Core Strategy must look at how town centres can be planned to ensure their continued vibrancy and look at all uses, not just retail and commercial development.

Protecting the environment
Which types of environmental areas should be provided to serve new developments?

Despite the industrial image the Black Country has been blessed with green space such as the Arboretum in Walsall and Mary Stevens Park in Dudley. This should be protected.

If there is large scale new development proposed "green space" should be provided. A park is multi use, it can provide a good route for pedestrians and cyclists (provided the paths are well lit and maintained) as well as being a facility for other uses.

Keeping the Black Country connected
What transport improvements do you think are required across the Black Country to improve our area's connections?

The geographic location of the Black Country means that it is not just a question of dealing with local flows of people and goods, two major motorways (M5 and M6) pass through as well as the West Coast Main Line - all vital parts of the strategic national transport network. The recent works on the M5 demonstrate that a lot of local journeys are being made on the motorway network, adding to the congestion and pollution that is blighting the area. It is essential for there to be modal shift of these local journeys to other modes of transport. Building new roads or widening new roads is not a sustainable option and will lead to more traffic.

Likewise the local rail network is full and operating at peak capacity. There is a need to address this quickly so there is space for modal shift and growth.

The Core Strategy references the Movement for Growth work done by the West Midlands Combined Authority. This covers a period to 2026. It is essential the Wednesbury - Brierley Hill Metro extension is operable well before 2026. The bus services between Dudley and Birmingham City Centre are hamstrung by congestion and it can take over an hour in the peaks to travel from the centre of Dudley to the centre of Birmingham. The Stourbridge - Birmingham railway line is standing room only during peak time and the car parks at local stations are often full by 08:00. There is a need to crack on with the Wednesbury - Brierley Hill Metro line and not delay matters any longer.

Looking ahead beyond 2026, the Core Strategy should be looking at what transport infrastructure will be needed to support the region. Network Rail has recently published their West Midlands Route Study , giving options for funders. However, it may be desirable to look beyond the options contained in the route study in terms of providing additional capacity.
There are aspirations in Movement for Growth for a new local passenger rail service to be introduced from Wolverhampton to Walsall, serving new stations at Darlaston and Willenhall, with Willenhall providing connectivity with planned new development there. We would suggest the opportunity be taken to extend this to Aldridge which would serve this growing town (population 27,000) as well as the villages making up Brownhills (population 12,676). This would also provide connectivity into Wolverhampton where new commercial development is planned in the city centre and at the i54 business park (which is served by a bus route from the city centre and where there are aspirations for either a Metro line or bus rapid transit route).

Whilst Midland Metro should be built between Wednesbury and Brierley Hill, there should also be provision along the Walsall - Stourbridge corridor for rail freight services to provide an alternative for trunk hauls along the M5.

The Core Strategy may wish to look at the provision in the Black Country for freight terminals and hubs. They should be connected to the strategic rail and road networks and should be on brownfield sites rather than Green Belt. Given that there is a change the rail freight market and some of the traditional flows such as coal and metals have declined one question to consider is are the current terminals (for example Wolverhampton Steel Terminal) satisfactory, or do new facilities need to be provided?

People's health and wellbeing
Do you think people's health and wellbeing should be a key issue in the Core Strategy?

Yes, people's health and wellbeing should be a key issue. Addressing the key transport issues of congestion and air pollution should, if done right and done well, improve people's health and wellbeing. The objective of the core strategy and the test of its success should be if it results in people choosing to move into and stay in the Black Country and businesses choosing to locate and invest in the area, because it is a place with an pleasant environment and excellent quality of life.

4. Transportation


4.1 Introduction


4.1.1 Mode Transport Planning have been appointed by Gallagher Estates to prepare constructive representations setting out the highways and transportation package to support the delivery of circa 1,500 dwellings at Home Farm, Sandhills, north of Walsall.

4.1.2 The site is situated in Brownhills and is bordered to the north by the Wyrley and Essington Canal, to the south by the A461 Lichfield Road, to the east by farmland and to the west by existing residential properties which front onto the A452 Chester Road.

4.2 Planning Policy and Guidance


4.2.1 The delivery of residential development in this location has been considered in relation to relevant transportat ion policies of the Black Country Core Strategy (BCCS), adopted 2011, and the relevant long-term themes of the West Midlands Local Transport Plan 3 (LTP3), covering the period of 2011 to 2026 .

4.2.2 The key policies from the BCCS, specifically relating to the delivery of new development , are as follows:
* CSP5 - Transport Strategy;

* HOU2 - Housing Density, Type and Accessibility;

* TRAN1- Priorities for the Development of the Transport Network; *

* TRAN2 - Managing Transport Impacts of New Development;

* TRAN4 - Creating Coherent Networks for Cycling and Walking; and

* TRANS - Influencing the Demand for Traveland Travel Choices.


4.2.3 The key themes from the West Midlands LTP3, specifica lly relating to the delivery of new development are as follows:
* Long Term Theme 1: Regeneration, thriving centres, corridors and gateways;

* Long Term Theme 3: Modal Transfer and the Creation of Sustainable Travel Patterns; and
* Long Term Theme 6: Improved LocalAccessibility and Connectivity.


4.2.4 The long-term themes of the West Midlands LTP3 aim to reduce reliance on the private car in favour of more sustainable modes of transport for many journey purposes.



4.2.5 Any transportation submissions to support a forthcoming planning application would be prepared in line with the Department for Transports (Offs) Guidance on Transport Assessment (GTA) with reference to DfT circular 02/2013 (The Strategic Road Network and the Delivery of Sustainable Development) where traffic impacts are envisaged on the strategic highway network.

4.3 Local Highway Network and Access Options


4.3.1 1 The site is bordered by the A452 Chester Road to the west and the A461 Lichfield Road to the south. The A452 Chester Road and the A461 Lichfield Road form a traffic signal controlled junction at the southern corner of the site.

4.3.2 The A461 Lichfield Road provides a linkage to Walsall to the south-west of the site and to the A5 Watling Street to the north-east of the site. The A5 Watling Street links to the M6 toll via junctions T5, T6 and T7, to the M6 at junction 12 and to the M42 at junction 10.

4.3.3 The A452 Chester Road provides a linkage into Brownhills and the A5 Watling Street to the north of the site and to Sutton Coldfield, Erdington to the south. The A452 Chester Road also provides linkages to Great Barr and West Bromwich via the A4041 Queslett Road. The A452 Chester Road also links to the M6 at junction 5 and also atjunction 6, via the A38 Aston Expressway.The A38 Aston Expressway provides a direct route into the centre of Birmingham.

4.3.4 In line with policy TRAN2 of the SCCS the traffic impacts of the development proposals will be considered in relation to existing conditions on the surrounding highway network and where necessary appropriate mitigation measures will be provided to counter any forecast adverse impacts directly attributable to the development proposals.

4.3.5 The extent of the off-site highways study area will be agreed in consultation with Walsall Council (WC) and the Highways England (HE) as part of any forthcoming planning application. As an absolute minimum, it is envisaged that the highways impact of the development will need to be considered at the A461 Lichfield Road/A452 Chester Road traffic signal controlled junction .

4.3.6 Vehicular access to the site will be provided via two points, the first will be formed with the A452 Chester Road and the second will be formed with the A461 Lichfield Road. Indicative sketch layouts of the site access proposals are shown on drawings P32-3351-PS-001 Rev A and P32- 3351-PS-002 Rev A.
4.3.7 It should be noted that the access drawings (appended) are preliminary in nature and are indicative layouts only; they will ultimately be subject to further assessment and design iterations , subject to consultation with, and approval from, the Local Highway Authority . Further assessmenUdesign of the accesses will be subject to the following:

* Acquisition of highway boundary plans;



* Updated (more recent) traffic survey data; and

* Further consideration of the driveway accesses along Lichfield Road (in vicinity of the proposed signalised junction) .


4.3.8 A high-level appraisal of site access junctio n capacity has been undertaken using average vehicle only trip rates from the TRICS database for houses privately owned situated within the West Midlands region. The calculated trip rates and resultant traffic generated by the development proposals are summarised in Tables 4.1 and 4.2 below.

Table 4.1: TRICS Trip Rates (per dwelling)




Table 4.2: Traffic Generation (1,500 dwellings)



674
950
08:00-09:00 (AM Peak) 276
17:00-18:00 (PM Peak) 656 398 1053

4.3.9 Baseline traffic flows (2009) for the A452 Chester Road and the A46 1 Lichfield Road have been obtained from Mott MacDonald and these have been growthed to 2023 levels (five years post registration of a planning application, assuming a submission during 2018).

4.3.1O The development traffic has been distributed assuming a 60:40 split between access points, with the bias towards the A461 Lichfield Road access, and proportionally in line with the direction of travel on either the A452 Chester Road or the A461 Lichfield Road, obtained from the Mott MacDonald traffic count data. The results of the analysis are summarised in Table 4.3 and Table 4.4.

Table 4.3: Priority Access with A452 Chester Road - 2023 Base + Development Scenario





Table 4.4: Signal Access with A461 Lichfield Road - 2023 Base + Development Scenario






Site Access (Left Turn) 70% 6 77% 4
Site Access (Right Turn) 73% 6 81% 5
A461 Lichfield Road (S) 76% 17 84% 22
A461 Lichfield Road (N) 68% 13 69% 10

4.3.11 The results summarised in Tables 4.3 and 4.4 indicate that both potential site accesses are forecast to work within acceptable capacity parameters.

4.3.12 The access strategy provides a bias towards a main access junct ion formed with the A461 Lichfield Road. It has also been concluded that given the RFC/DoS forecast for the current access designs options, that should any further development be brought forward, that an additional point of access would likely be required in order to accommodate additional traffic demands .

4.3.13 Given the length of available site frontage with the A461 Lichfield Road, it is also considered that a roundabout option may also offer a potential site access solution,subject to further capacity and design checks.


4.4 Sustainable Accessibility

Pedestrian Connectivity


4.4.1 The existing pedestrian and cycle infrastructure network in the area surrounding the site is illustrated on Figure 4.1overleaf .




Figure 4.1:Existing Pedestrian & Cycle Facilities








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4.4.2 There are no Public Rights of Way (PROW) which cross or abut the site. The A452 Chester Road and A461 Lichfield Road both benefit from existing footways on both sides of the carriageway. These link with other footways on adjoining roads, thereby providing a network of footways throughout the surrounding area.

4.4.3 SCCS policy TRAN1 describes how all new developments will address the transport network and provide adequate access for all modes, including walking , cycling and public transport. SCCS policy TRAN4 also describes how new developments should have good walking and cycling links to public transport nodes and interchanges. The internal highway layout of the development proposals will provide pedestrian facilities that will link with those on the existing highway network surrounding the site. The main trip attractors for those on foot are generally situated to the north and west of the site and accordingly improvements to pedestrian crossing facilities on the A452 Chester Road may be required to facilitate east-west movements.



Cycling Connectivity

4.4.4 The existing cycle route provision in the area surrounding the site is illustrated on Figure 4.1. The nearest cycle route to the site runs along the towpath on the southern side of the Wyrley and Essington Canal. From this route, it is possible to access National Cycle Route 5 when travelling northbound, and routes through Brownhills and Walsall Wood southbound.

4.4.5 National Cycle Route 5 is a long-distance cycle route, which routes into Birmingham City Centre, and runs to the extents of Bangor and Reading.

4.4.6 SCCS policy TRAN4 describes how new developments should have good walking and cycling links to public transport nodes and interchanges and how all new development should provide cycle parking. The nearest cycle route to the site runs along the towpath on the southern side of the Wyrley and Essington Canal. The canal abuts the northern boundary of the site and presents a key opportunity to provide linkages between the site and the existing cycling network.

4.4.7 Within the site boundary primary roads will include shared foot/cycleway facilities with cyclists expected to share the carriageway with other road users on lower order roads.

4.5 Public Transport


4.5.1 The nearest bus stops to the site are situated on the A452 Chester Road and the A461 Lichfield Road. These stops are shelter type bus stops and benefit from timetable information. The stops on the A452 Chester Road nearest to the proposed site access point serve the 3/3a, 10/1Oa, 24, 936 and the 937/937a services. The stops on the A461 Lichfield Road additionally serve the service number 35.
4.5.2 The service numbers 3/3a, 10/1OA, 24, 35, 936, 937/937a operate within the vicinity of the site; Figure 4.2, overleaf, illustrates the location of bus stops and services that stop within close proximity, ultimately serving the site.




Figure 4.2: Bus Service Accessibility




4.5.3 The frequencies of these bus services are summarised in Table 4.5. Table 4.5: Summary of Bus Service Frequency



4.5.4 The levelof combined bus service frequency in the area immediately surrounding the site is high and it is not considered to be necessary to provide increased service frequencies as a result of the development proposals. Any required improvements would simply serve to increase accessibility to bus services for all dwellings. Opportunity exists to explore the diversion of existing bus services into the site using a diversionary loop in order to deliver this.
4.5.5 There is opportunity to bring forward smaller parcels of development via a single point of access without investment in significant volumes of public transport infrastructure given that bus services already run along both the A461 Lichfield Road and the A452 Chester Road. This would likely involve relocation of existing bus stops in order to maximise accessibility to the development proposals.
4.5.6 The nearest railway stations to the site are Walsall Railway Station and Shenstone Railway Station, which are approximately 4.6 miles southeast and approximately 2.45 miles east of the site, respectively. Many of the bus services operating within the vicinity of the site also stop at St Paul's Bus Station in Walsall, which is a short three to four­ minute walk to Walsall Railway Station; providing an opportunity to change between modes.
4.5.7 From these railway stations, it is possible to access Birmingham New Street directly on a frequency of every 15-minutes from Walsall railway station, and approximately every 20-minutes from Shenstone railway station. From Birmingham New Street, it is possible to travel onwards towards major UK destinations such as London, Glasgow and Cardiff including other destinations en-route.
4.5.8 It is possible also to access Walsall Railway Station via NCN route 5 (an approximate 30-minute cycle), which can be accessed from the site via the Wyrley and Essington Canal Cycle route, enabling travel between the site and the local railway stations possible via a range of modes of transport.
4.5.9 Walsall Railway Station does not have a car park, however does has 10 cycle storage spaces. Shenstone Railway Station has 20 car parking spaces,with 2 accessible spaces available for blue badge holders. It does not currently have any cycle storage spaces available.


4.6 Local Amenities


4.6.1 Policy TRAN2 of the SCCS sets out accessibility standards for new development , highlighting particular amenities and desirable journey tome distances to them via walking/public transport .
4.6.2 For the purposes of this analysis we have assumed that the development will have a density of between 35-45 dwellings per hectare, will provide less than 25% flats and will provide a high amount of housing suited to families. Those amenities of interest



and the indicative journey times to them are summarised in Table 4.6. Table 4.6 Summary of BCCS Access ibility Standards
* i': T'.Tin-m

Employment - Strategic Centre or other Employment Centre 30 mins (walk/public transport)
Health - Doctors Surgery or Walk- in Centre 15 mins (walk/public transport)
Fresh Food - Centre or Food Store 15 mins (walk/public transport)
Education- Primary School 1O mins (walk only)
Education - Secondary School 20 mins (walk/public transport)


4.6.3 Figure 4.3, overleaf, illustrates key local amenities and employment areas plotted in relation to concentric isochrones representing 400m, 800m, 1,200m and 1600m journey distances radiating from the site. These isochrones represent approximate jo urney times from the site for those on foot where 400m represents a five-minute journey on foot, 800m represents a ten-minute journey on foot and 1,200m represents a 15-minute journey on foot and 1,600m represents a 20-minute journey on foot. The 1,200m isochrones also represents an approximate 5-minute journey by bicycle.


4.6.4 The isochrones show that many local amenities are accessible within reasonable walking and cycling distances from the site including:
* Schools - Millfield Primary School, St James' Primary School, St Bernadette's Catholic Primary School, Shire Oak Academy;
* Pharmacies/Medical Centres - The Park View Centre;


* High Street - Catshill High Street; and


* Employment - Lichfield Road Industrial Estate, Maybrook IndustrialEstate.



Figure 4.3: Walking lsochrones & Key Amenities


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4.6.5 Walsall town centre is also located 4.6 miles southwest of the site's vicinity; with the town centre containing a wide array of amenities ranging from supermarkets to public houses.

4.6.6 Walsall Bus Service Map also indicates that a variety of bus services run past, or close to these local amenities, thereby making access to amenities possible by a range of modes of transport.

4.6.7 Figure 4.3 shows that many of the core amenities specified in the BCCS are within acceptable walking distances to/from the site. The level of bus accessibil ity from the site is good and would provide improved journey times to many facilities. Public transport journey time modelling will be undertaken (using VISOGRAPHY or similar) to support the development proposals as part of a planning application and to demonstrate the level of accessibility to key amenities afforded by public transport.



4.7 Travel planning and smarter choices


4.7.1 Policy TRAN5 of the WCCS considers influencing the demand for travel and travel choices. Specifically, in relation to new development the use of maximum parking standards in conjunction with promoting and implementing smarter choices to help to reduce the need to travel are discussed . Policy CSP5 also supports this stance.


4.7.2 Accord ingly, the development proposals will be supported by a robust Travel Plan that will seek to promote alternatives to the use of the private car. The Travel Plan will be prepared in line with the following national best practice policy documents:


* DfT - Making Residential Travel Plans Work (2005); and

* DCLG/DfT - Good Practice Guidance: Delivering Travel Plans through the Planning Process (2009).
4.7.4 The existing modal shift for journeys to work from Aldridge North and Walsall Wood ward as surveyed in the 2011 Census is summar ised in Table 4.7. The development proposals would be expected to attract a similar if not better level of sustainable transport use for journeys to work as part of the Travel Plan proposals.
Table 4.7: Summary of Existing Modal Shift (Aldridge North and Walsall Wood Ward)

.1:-.....1n.r. .... . *J*' 11*1ro1:-F.l"i .

Work Mainly at or from Home 3.96%
Underground, Metro, Light Rail, Tram ' 0.05%
Train 0.93%
Bus, Minibus or Coach 7.33%
Taxi 0.20%
Motorcycle , Scooter or Moped 0.50%
Driving a CarNan 73.93%
Passenger in a CarNan 5.75%
Bicycle 1.22%
On Foot 5.77%
Other Method of Travel to Work 0.37%
Total 100.00%
Source: www.neighbourhoodstatisitics.co.uk







4.8 Summary of Discussions with Walsall MBC

4.8.1 A meeting was held at Walsall Council (WC) offices on 13th December 2013: with Kevin Gannon, David Burrows and Steve Griffiths, in summary:
* WBC welcomed the opportunity to see this initial transportation work undertaken;
* Not aware of other sites at this scale currently been promoted within Walsall ;

* Historically smaller developments have come forward in recent years;

* A larger development was seen favorably at a high level (for its ability to contribute positively to highways mitigation);
* Access was generally deemed acceptable for the level of development; however, expressed that the main site access on A461 may require new traffic signals;
* Main concern was the existing A461 capacity from the site into Walsall;

* Hence, we discussed linking signals (they are currently not linked) to aid platooning vehicle movement and hence fee up capacity; and
* A strategy heavily based upon public transport and sustainable access will be key to delivering this development.


4.8.2 Further to the above, and more recently (August 2017), Walsall Council are currently undertaking an improvement scheme along the A461 Lichfield Road; the overall scheme aims to address the issues of growing congestion and capacity along this strategic route.
4.8.3 The scheme targets two key locations, including the A461 Lichfield Road/84152 Salter's Road junction and the A461 Lichfield Road/A452 Chester Road (Shire Oak); both locations will be widened to increase capacity, they will benefit from new and improved pedestrian facilities and new traffic signals/communications technology will be introduced to improve efficiency and operation.
4.8.4 The proposed site access on Lichfield Road (signals) could potentially be incorporated within the network approach now being carried out by WCC ; this could be achieved through various traffic signal management methods and optimisation techn iques .
4.9 Summary


4.9.1 In summary, it is considered that the site can be delivered in line with the aforementioned improvement scheme and other site-specific infrastructure requirements to enhance accessibility and sustainability. The site-specific improvements are listed below, and are also illustrated on Figure 4.4:



* New site access formed with A452 Chester Road;


* New site access formed with A461 Lichfield Road;


* Linkages to the existing fooUcycleway running alongside the Wyrley and Essington Canal; and
* Diversion of existing bus to serve the site via a loop arrangeme nt; including provision of high specification bus stop infrastructure.


Figure 4.4: Proposed Site Connectivity Plan




4.9.2 A Travel Plan would set out objectives , aims, targets, measures and a monitoring framework would ensure that the site is accessible for all modes of transport and as sustainable as possible.

4.9.3 There may be more off-site highway works required in order to mitigate development impacts at key junction locations/corridors , and these would be explored as part of a planning application.




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