9 Transport

Showing comments and forms 1 to 26 of 26

Comment

Draft Black Country Plan

Representation ID: 11015

Received: 20/09/2021

Respondent: Mr Richard Carter

Representation Summary:

The is a need for all WMCA related authorities to work together on improving and simplifying public transport. Currently, it would appear that a number of authorities are working on their own improvements. What is needed is a greatly simplified ticketing system that moved away from the ridiculously high number of options currently available. Regular public transport users should have access to a single card that provides seasonal and PAYG options associated with a ticket price that is standard across all areas and is associated with a time limited travel period. See Finland's HSL.FI for an excellent example.

Comment

Draft Black Country Plan

Representation ID: 11212

Received: 27/09/2021

Respondent: Mr pete richardson

Representation Summary:

Vehicles usage will increase by a minimum of 450, in addition to vehicle usage due to parents taking children to the new proposed school. Transport currently travelling along, longwood road, Lichfield road towards Walsall centre, Wolverhampton road, is extremely heavy and crawls in peak periods. The majority of these vehicles making their way to the M6 (HGV's using this route). The increase in vehicles will bring these roads to gridlock. Major changes to the roads will be required to cope with the increase in vehicles. Public transport wont be the solution as as this does not cater for motorways.

Comment

Draft Black Country Plan

Representation ID: 11296

Received: 29/09/2021

Respondent: Mr Melvyn Wilson

Representation Summary:

Traffic volume is high at moment and will become very high. Longwood Lane cannot take more traffic as the uncontrolled junction with Sutton Road is already a big concern. Longwood lane has no pedestrian footpaths and has overhanging trees making it not safe for pedestrians.

Object

Draft Black Country Plan

Representation ID: 11399

Received: 01/10/2021

Respondent: Mr David Shaw

Representation Summary:

This section needs to be the main focus of the document. The Black Country transport infrastructure is already on it's knees and needs a complete new vision. A working transport infrastructure underpins every other element of this plan and should be the highest priority. Minor improvements and a reliance on public transport will not work, it needs a fundamental change.

Comment

Draft Black Country Plan

Representation ID: 11501

Received: 04/10/2021

Respondent: Mrs Sally Andrews

Representation Summary:

If more than 1200 new homes are being built for families in the Pelsall/Shelfield area, then public transport will need to be addressed as at the moment these two areas have probably the WORST bus transport system in the West Midlands. If new family homes are being built then the public transport system MUST be addressed

Comment

Draft Black Country Plan

Representation ID: 11751

Received: 08/10/2021

Respondent: Mr John Hemming

Representation Summary:

Pelsall's local infrastructure cannot cope with an influx of population on the scale suggested , communication is poor with access to places like Birmingham woeful via public transport. Who would accept a 3 hour commute to Birmingham & back when its only 12 miles away ? , people will drive instead adding even more the congestion around the village at rush hour times

Comment

Draft Black Country Plan

Representation ID: 11764

Received: 08/10/2021

Respondent: Mr John Hemming

Representation Summary:

The majority of areas shown as neighbourhood growth have the worst transport links & infrasructure. The south of the map shows minimal growth areas, but has better transport link , its makes no sense

Object

Draft Black Country Plan

Representation ID: 12247

Received: 11/10/2021

Respondent: J A Wilcox

Representation Summary:

The majority of the identified housing areas border other council areas which surely indicates that Walsall Council are interested in the revenue generated from it being in their area, but hoping that the 'bill' is picked up by neighbouring areas in terms of traffic generated etc. This is already a very busy area in terms of traffic and I would be far more likely to support if I was aware of any road improvements etc.

Comment

Draft Black Country Plan

Representation ID: 12362

Received: 07/09/2021

Respondent: Woodsetton Charitable Trust

Representation Summary:

Thanks for response.

I raised the Wombourne issue because its relationship to Dudle y is in my view strategic including,housing,movement to work in Black Country , Birmingham and shopping in Sedgley and Kingswinford.
I was not focusing on the diagram.
I would have thought strategic included cross boundary BC issues linked to cooperate with adjoining authorities.
There does not seem to be anything in BC Plan putting prposals in wider WM Region setting
Any further comments?

Thanks for that.
This is a big gap .It undermines the credibility of the plan and its ability to deliver local and regional needs..
The plan needs to be tested in relation to TWM and Staffordshire Plans for development.
Housing development in Wombourne is and will impact on north Dudley given the dependence of those residents on jobs in BC and Birmingham.
George Morran

Many thanks.
Please submit my obs.
There is mtg tonight of the Woodsetton Trust and will be reporting on the plan including our discussions.The Trust will be making its obs in due course.
I understand the way national guidelines impact.However I would hope the LA,s and their professional advisers can apply the guidance to the reality on the ground.
George Morran

Comment

Draft Black Country Plan

Representation ID: 12482

Received: 18/10/2021

Respondent: Mr Andrew Chittenden

Representation Summary:

Queries public transport capacity if proposed allocation is built.

Comment

Draft Black Country Plan

Representation ID: 13224

Received: 08/10/2021

Respondent: Mrs Angela Wadeley

Representation Summary:

Concerning transport issues, again I feel that there is little that the four boroughs can do to improve transport links although the ambitions for the Metro and the Stourbridge line are to be applauded. Money will be the key as much as existing land use. There is little scope for improving the road network and it is right that we move towards more sustainable transport links. Canals are now part of the leisure industry but at least they provide safe walking paths (speeding cyclists permitting) and useful wildlife corridors.

Object

Draft Black Country Plan

Representation ID: 14224

Received: 08/10/2021

Respondent: Adrian Johnson

Representation Summary:

Supporting infrastructure and services - What improvements to transport will be needed to support new development? Where will new services be located?

No new evidence base submitted as part of the Local Plan

No methodolgyy for the review of the Strategic Transport Evidence Base.

No Strategic Transport Assessment to inform the review.

All 8 Transport Policies currently have no indicators or targets associated with them.

Comment

Draft Black Country Plan

Representation ID: 14358

Received: 31/08/2021

Respondent: Stacey Hutchins

Representation Summary:

Need more bins more frequently running buses and transportation and more support for local people on area and using old building that ain’t got landmarks to build don’t use green belt of land

Also sorting out pavement and roads of potholes and broken pavement littering highway littering fly tipping ppl destroying our water and countryside and beautiful green space

So could someone sort out the bus route and make it more regular as the bus services are terrible they need mots we need more poses with one or less buses to places such as Merryhill and more frequent pauses I know there’s been a tram line bill but we need poses for this tramlines built as two buses to Merryhill they used to be only one and more regular buses and more cheaper fares so more people you support he’s a more reliable So could someone sort out the bus route and make it more regular as the bus services are terrible they need mots we need more poses with one or less buses to places such as Merryhill and more frequent buses I know there’s been a tram line bill but we need poses for this tramlines built as two buses to Merryhill they used to be only one and more regular buses and more cheaper fares so more people you support he’s a more reliable as there So many buses that have a lot of regular buses like every five minutes yet there are some buses that are like more than 20 minutes which is a bit ridiculous we just need more reliable transportation

Hi we need more buses frequently and often round the whole of the area and we need regular buses especially that run very frequent to people We need transportation like trams buses and trains to run more frequent and also I’d like to see more beans more recycling and survey done about the later the dog poo and things like that especially masks because that is becoming a problem we just need more bins need more litter and more care for the area but definitely more transportation especially for people as we are waiting such a long time need frequent buses all day and night so people can get back to work and enjoy going on the buses

Also we need to green belts of land and green spaces Talking to local communities and areas and farmers in like local farms in green spaces and making it more environmental with more bins and more things for litter and more recycling And also replacing using all buildings that are no longer fit for purpose and using that land instead of using a Greenland instead making the most of these old buildings are rundown also be great if we had more toilet benches and bins by the bus stops and stuff like that also technology to show when buses coming also maybe school buses for kids as it free up buses for regular people Also maybe making the buses more frequent In one journey instead of getting loads of buses and also it would be great if there was a bus for school kids because there are so many school kids getting on the bus they’re taking up space and regular bus people sometimes have to wait longer for the journey

Thank you as this definitely need looking into as it on going problem that not get better and people need transport they can use daily without buses been cut out or two buses journey less journey and making easy for people use a bus service they can Rely on as I use bus at moment people agree all together there not enough in day or night time

Comment

Draft Black Country Plan

Representation ID: 17149

Received: 11/10/2021

Respondent: Worcestershire County Council

Representation Summary:

WCC is the Highway Authority for Worcestershire and is responsible for operating and maintaining the county’s local road network, both in respect of current activities and needs as well as its long-term operation and integrity. It is on the basis of these responsibilities that the comments that follow are made.
Our network adjoins the Draft Black Country Plan area at the A456, to the immediate south of Halesowen, the M5 to the south of Quinton and the A449 located to the south of Stourton. We are keen to ensure that transport and land use planning policy is closely integrated, so that the Worcestershire transport network is able to facilitate the delivery of sustainable economic growth.
We are interested in the potential traffic impacts of any development site proposals and/or policies coming forward through the Local Plan process that may impact on Worcestershire’s highway and transport network, and need to ensure that these are fully assessed during the plan-making stage. It is imperative to identify any improvements needed to deliver aspirations at this early stage, as set out in Government policy.

In summary, as a minimum, in order for the transport evidence base to satisfy the requirements of the NPPF, it is necessary to establish:
• The transport impacts of the development allocations.
• The improvements necessary to ensure that the impacts are not severe.
• Any land required for the delivery of the necessary improvements
• The cost of the necessary improvements.
• Any other deliverability constraints.

Comment

Draft Black Country Plan

Representation ID: 17157

Received: 11/10/2021

Respondent: Worcestershire County Council

Representation Summary:

Transport Evidence Base
We note that detailed transport modelling work to support the Local Plan is ongoing and will be available to inform the publication Plan. It is unclear at this time whether the detailed transport modelling work being undertaken extends to Worcestershire’s transport network that may be impacted by the proposed Plan.
We would welcome the opportunity to meet with the Black Country authorities to better understand the scope and methodology for the detailed transport modelling work being undertaken. It may also be beneficial to establish a transport working group that meets regularly throughout the development of the Local Plan to collaboratively progress and inform the transport evidence base.

Comment

Draft Black Country Plan

Representation ID: 17876

Received: 10/10/2021

Respondent: Mr Peter Hepworth

Representation Summary:

Given the climate crisis all plans should incorporate the following requirements:
4) Improvement of public transport including a fit-for-purpose segregated cycle lane network,
substantial extensions to the tram network, enhanced bus services including late night buses and
adequate connections to outlying rural locations, enhanced train services including new stations, late
night trains and restoration of the missing links between Wolverhampton & Walsall, Stourbridge &
Dudley and Dudley & Walsall.

Comment

Draft Black Country Plan

Representation ID: 18034

Received: 11/10/2021

Respondent: Mr D S Golden

Representation Summary:

Transport
Better parking for diabled cars better free transport on disabled small buses for off peak times less congestion get rid of E scooters not on roads as they are dangerous 20 mph on houseing estates off main road and speed camras on all houeing estates side roads stop speeders like where I live like a mway at times dangerous up & down nowthing done about it

All bike rider should be make where a helmet compusray & push bike riders and E scooter or take bikes off them up till got helmet like if got no tax insurance on your car police take car off you so do it to all bike riders & scooter riders and quad bikes and made to wear a high vis coat and lights on.

Object

Draft Black Country Plan

Representation ID: 18217

Received: 15/10/2021

Respondent: Mr Stephen Potts

Representation Summary:

Having been a home owner since 1979 at 124, lichfield rd sandhills it has always been a bone of contention that home farm agricultural land would be developed on, first was Modwen developments going to develop a science park / industrial estate, and now 800 houses on a 54 hectare site. My objection for this development is based purely on the road system it is without doub't already creaking on the A461 with Sandhills seeing traffic congestion for long periods of the day cueing back to the dual carrageway upto Shire oak traffic lights, with over the years many traffic accidents my house being involved in one of them when a car carrered of the road ending up in my front room. And just when you think the road system can take no more the council decides to add 800 hundred homes, with most likely an extra 1000 plus vehicles added to to the road on sandhills. So without a major bypass of the already congested road I strongly object to this 800 house development.

Comment

Draft Black Country Plan

Representation ID: 18901

Received: 25/09/2021

Respondent: Mr Richard Carter

Representation Summary:

Apart from the Transport for West Midlands (TfWM) network being poorly planned, confusing and overly complex, inflexible, disjointed, inconsistent, swindling (try buying a Day Saver ticket on a
bus when you only have a £5 or £10 note available and the bus doesn't accept card payment!),
inadequate, uncomfortable (particularly the tram line between Bilston and West Bromwich) and unavailable (in terms of service provision and thee purchasing of tickets and travel cards), the service is adequate!
Given the nature of that opening statement, it is probable that TfMW would feel affronted by its contents and wish to understand why those comments have been made. The discussion points set out in this section are, in part, aimed at providing that understanding and, in part, aimed at providing simple and cost effective solutions to the underlying problems. However, as a precursor, it is felt that any ticketing system that allows a passenger to purchase, on the outward leg of their journey, a return ticket between Bilston and Wolverhampton from one of two bus operators that service a particular route, that cannot then be used on any other alternative route, metro or bus, for the return leg of their journey, is not fit for purpose.

The Decline in Bus Usage:
The Independent Transport Commission's (ITC) report on bus usage ("The shape of changing bus demand in England, Le Vine & White, January 2020) specifically looks at the decline in bus usage (since 2009) and sets out to indentify why that decline may have occurred. Unfortunately, however, although it provides some insight into the decline; which actually reversed in the West Midlands in 2020, it is unable to provide any concrete reasons for this occurrence. The main cause
this anomaly is research's propensity towards gathering statistics that are not substantiated by the simple remit of asking the question "Why?"
A case in point is the recent TfWM Online Community's "Getting to know you more" questionnaire. Although it asks questions such as "do you have access to a car", "would you use a mobility incentive scheme" and "do you have a SWIFT card", it does not provide any means of clarifying the responses. Consequently, although they can determine the number of respondent who don't have a Swift cards, they have no way of knowing why those respondent don't have a Swift card - and, in this type of research, knowing why something occurs is as important, if not more important, that knowing how often it occurs.
When asked about this situation, Mustard Research; who are conduction the research on behalf of
TfWM, responded that:
"(they've been conduction research with the general public for over 30 years, so everything (they) do, every method (they) use, every question (they) ask (and how (the) ask it), is deeply grounded in robust methodologies that (they've) tried and tested over the years."
In the conclusion to the ITC report they comment that:
"The findings from this report have indicated some of the ways in which the bus market in England is changing. We recommend that further work be undertaken on the views of bus users to understand what they are seeking from high-quality bus services, and to understand how bus marketing should be updated."
Here again, although it is easy to research peoples' views, the results will still be limited unless they ask that simple question. As has been said before, if the same methodology is always used, chances are, it will always result in the same or similar answer being obtained.
From a passenger's perspective, and the results of ITC's research, what could be and what is contributing to the decline in bus use? Amongst others factors, the ICT report identifies that:
• Concessionary travel for pensioners initially boosted bus travel in 2009 but, in more recent years, this aspect of use has seen a decline (Paragraph 2.5).
• Private Hire and taxi usage hasn't been a major influencer - although it does provide a door-to-door service (Paragraph 2.6).
• Shopping, leisure, commuting and education are the most common reasons for using buses. The increased trend towards the use of online shopping services may be contributing to the sharp decline (25% since 2009) in bus use. Additionally, this decline could be associated with the trend towards out-of-town shopping centres that are served by infrequent, non-existent or inconvenient bus services (Paragraph 3.3). It is also worth noting that there has been an increase in car usage amongst those who traditionally use buses, i.e. women for shopping trips.
• Bus use decline is steepest amongst lowest income groups. This may be because these groups are able to purchase and run cars (at an increasingly lower cost than public transport) and then maximise post-purchase use (Paragraph 3.6).
From a passenger's perspective, (within the TfWM area) factors include the transport network being:
• Poorly planned. The rail network is divided into 5 zones (why 5?), the bus network operates a confusing array of zones and the tram network cuts right through the middle of them all.
• Confusing and overly complex. When purchasing tickets decisions have to be made about which of 32 travel cards is needed, which service operator will be used, where to purchase those tickets and which website should be used etc.
• Inflexible. If a Swift Card is purchased for use on one part of the network, it can't be used elsewhere. If you have an "older persons travel pass", it has limitations in use (unless these have been lifted over Christmas or during the Covid-19 pandemic in order to be vaccinated) which means that a standard travel card is also required if they still work or wish to travel outside of the restricted times.
• Inconsistent:
• On TfMW's website (www.tfmw.org.uk/operations/bus-services), it clearly states that "(they) run the English National Concessionary Scheme (NCS) for the region's over-60s and disabled" yet, on the West Midlands Network websites (www.networkwestmidlands.com/tickets-and-swift/discounts-and-free-travel• passes/older-persons-pass/) it states that "You can get a pass for free bus travel
anywhere in England when you reach the female State Pension age". However, the
NCS stipulates "over 65"; not "over-60s" or "reach the female State Pension age". Additionally, it needs to be recognised that, in the Transport for London travel area, "if you're 60 or over and live in a London borough, you can get free travel on our transport services."
• Further confusion with regard to concessionary elderly travel has evolved as a result of the publication of State Pension age timetable which was introduced by the 2010 to 2015 Conservative and Liberal Democrat coalition government. If individuals are not aware of the NCS, they may well wait until they have retired; which now varies for both men and women, before applying for concessionary travel.
• There is more pressure on the elderly to work beyond State Pensionable age and more elderly chose to work beyond State Pensionable age.
• The Network West Midlands website also states that, with a Senior Rail Card, those aged 60 and over can save a 1/3 off rail fares to travel across Britain.
• Ticket prices vary, for the same product, across the different transport operators.
For example, a Low Fare Zone (Walsall, Sandwell and Dudley) adult 1 day ticket costs £3.20 yet an Nbus, all bus operator, 1 day ticket costs £4.80 and a National
Express West Midlands/ Coventry Adult Daysaver costs £4.60.
• Swindling:
• Currently, individual bus tickets, e.g. Day Savers, return tickets, can only be purchased on entry to a bus. If a passenger does not have the correct money for the fare, no change is given - even for a £5 or £10 note!
• When Return Ticket is all that is required, i.e. a passenger does not need to travel on public transport more than twice in a day, they have to purchase a Day Saver ticket. This is especially the case on the tram/Metro during peak travel times.
• Uncomfortable. Riding on the fast section of the tram line between Bilston and West Bromwich is like riding on a roller-coaster. This section is not suitable for anyone who suffers from travel sickness. Additionally, bus seats do not provide enough leg room for the average person.
• Inadequate and impractical:
• Total lack of individual and seasonal ticket purchase facilities.
• Ease of access and use for disabled passengers or passengers with pushchairs etc.
• At times when greater use of public transport should be being encouraged, e.g. during rush hour, ticket pricing is increased.
• Journey times exacerbated by road congestion.
• It does not always support unsocial travelling hours, e.g. someone who starts or ends work at 06:00.
• It is not always available and suffers from poorly conceived planning approval, e.g. a
31 minute walk is required, from either Brewood or Coven Post offices, if someone works at the industrial site at Four Ashes in Staffordshire.
[REDACTED- GDPR]
In connection with this, TfWM's own guidelines for bus service access stipulate that:


"The maximum desirable walking distance to bus services in continuously built-up residential areas is 400 metres between the hours of 7am and 7pm Monday to Saturday (two journeys per hour), and 700 metres at other times (one journey per hour)."
Consequently, it can be identified that many routes do not conform to TfMW's own requirements.

The Way Forward:
Above all, if there is a genuine desire to improve public transport in the Black Country and WMCA, then all the local authorities, TfWM and the WMCA need to start singing from the same hymn sheet. There is little point in all the individual authorities carrying out the same research that is currently being undertaken the other stakeholders and then doing their own thing.
Although it was evident to many at the time, it is now apparent that poor planning decisions; those associated with out-of-town shopping centres in particularly, have had a negative effect on town and city centres and, as indicated in the ITC report, the use of public transport and public transport journey times. Consequently, it can be concluded that, in order to increase public transport use, reduce private car use and congestion, there is a need to reverse many of the planning decisions that have lead to these problems arising. Therefore, it is imperative that such factors are included in urban and town centre rejuvenation plans. There is little point in building new town centres if, as is the case at present, nobody has any day-to-day need to go there.
The following are helping to increased journey times:
• Congestion (as above) which is also exacerbated by charging more for peat time travel.
• The need to purchase tickets on entry to buses.
• The need for disabled persons, and those accompanying pushchairs, to use the same door as everyone else.
• Only having one door in each bus - those waiting to board have to wait for those alighting.
The issues can be overcome by:
• Dispensing with the peak and off-peak pricing system.
• Making ticketing more accessible and easier to use.
• Changing to 3 door bus design (which is depicted quite negatively in the following article). https://londonist.com/london/transport/new-routemaster-buses-front-door-only
The picture on the right depicts one of the busses in service in Finland's capital region. The front door is used for boarding and alighting by the elderly and those with minor disabilities. The centre door is primarily used for disabled and pushchair access (there is sufficient room to house 3 pushchairs side-by-side). As such, it has the extendible ramp, backed up by adjustable suspension, found on most modern busses. The rear door is used for alighting only.
Both the front and middle doors have travel card readers adjacent.
To overcome the problem of fare-evading; and these are effective:
• Other passengers will actively confront anyone who has not paid.
• The bus driver will not move if they suspect that someone is attempting to evade paying, actively confronting them if the need arises.
• Public transport operators employ a team of highly active and highly effective ticket inspectors. However, in addition directing customers to purchase the required ticket, they also issue an on-the-spot fines of 80€ and, if no ticket has been purchased, instruct the offender to leave the mode of transport.
https://yle.fi/uutiset/osasto/news/ticket inspection crackdown reduces railway fare dodgers/1
0150849
To avoid contradictory information from being published, and to aid passenger interaction, the TfMW, the West Midlands and other associated websites, e.g. those operated by the individual bus operators, need to be consolidated into a single source of information.
The website should provide ticketing information, a simplified "route planner" that is able to identify all alternative routes (it is possible to obtain a route plan with only one option: walk!) and an interactive map that allows bus routes to be clearly identified.
The link below provides access to Helsingin seudun liikenne's {HSL) / Helsinki Regional Transport's
{HRT) customer oriented website. To evaluate the route planner, enter:
• Origin: Roihuvuorentie 20 F
• Destination: Helsinki-Vantaa and select "Helsinki-Vantaa Airport T1-T2 Corridor, Vantaa" After evaluating the results, set the departure time to 23:00.
Additionally, change the destination to "Suomenlinna, (liikenne), Suomenlinna, Helsinki".
It is interesting to note the speed of operation (given that the results are coming from Finland) and how easy it is to identify the alternative routes and, by selecting any of the options, the type and costs of the tickets required. Clicking on the map icon (to the right of each stage) will result in the map zooming in to provide a more detailed view.

If the map is zoomed out, it is possible to see the extent of the HSL travel zones. Plans are currently in place to include the municipalities located above the "C" zones int he region so that the two existing "D" zones become a single continuous zone.

Reduce the number of circular zones to 4 (is there a need for 5 zones?) and align all services to those zones (currently, all three modes of transport use different zoning). The minimum number of zones included on any ticket will be two. Consequently, this will produce the following zone options (when "A" through "D" is used for zone identification):
• AB, ABC, ABCD.
• BC, BCD.
• CD.

Optionally, single zone operation could be included if passenger number justify this. However, doing so could make zone selection displays more complex.
Introduce a new ticketing system (overview):
• All tickets to be valid on all modes of transport (buses, trams, trains etc) irrespective of the transport operator's area of operation.
• Introduce a non-season ticket time limit on all tickets which ends after a passenger has boarded a mode of transport. This means that a passenger can change between modes of transport while the time limit is still operable, If the time limit expires just before a passenger boards another mode of transport, then another ticket will need to be purchased. If, on the other hand, one minute of the time limit remains after a passenger has boarded, the ticket will still be valid for the entire segment of the journey.
• Standardise ticket prices which, as above, dispenses with peak and off-peak pricing, i.e. a standard fare should be used irrespective of the time of day.
• Install card readers in all modes of transport and at entry points to tram and railway stations.
• Reduce the number of primary travel cards (including Apps) to two:
• Residents (lives in the TfMW travel area) with two modes of operation:
• Seasonal, pre-selected zones, e.g. AB.
• PAYG, travel zones selected on entry to transport method - or at railway stations if readers cannot be installed in all train carriages.
• Available from service centres and all manned bus stations.
• Available as a mobile app.
• Using the PAYG function, card holders can pay for additional passengers.
• Visitors - seasonal (1 day to 1 month), pre-selected zones only.
• All travel cards to support concessionary operation - if proven at the time of purchase.

Ticket Purchase:

It will always be the responsibility of the passenger to ensure that they have a valid ticket prior to embarking on any stage of a journey.
Resident travel cards will only be available from main travel service centres, e.g. at ALL bus and railway stations. Proof of residency, e.g. a person's PIN(!!!) will be required. The storing of a person's PIN on the travel card will remove the need to produce photo-cards.
Visitor cards will be available to main travel service centres and all PayPoint outlets (including those located at airports).

Ticket machines will need to be installed at all bus and railway stations and at key transport interchange locations. Ticket machines will provide a means to:
• Purchase season tickets - that takes into consideration any remaining season ticket time on the card.
• Top-up the PAYG function of residential travel cards. The remaining PAYG balance should be displayed each time the card is used.
• A means to purchase single use tickets.

Season tickets can be purchased at main travel service centres, by using standing orders or via online top-up services.
Exceptionally, single use tickets can be purchased from bus drivers (but not tram drivers). Where a passenger does not have the exact money, a ticket voucher covering the over-paid amount will be printed along with the ticket. Buses should have contactless payment facilities.


Although the suggestions outlined above can be used by any of the individual and combined local authorities, greater passenger benefit and local authority cost savings would be achieved if the same system was used nationally. A national travel card, for instance, would allow someone to travel from (say) the south-west of England to Newcastle and to make use of the local public transport network- even if in PAYG mode. Currently, and for the foreseeable future, that is not possible.

Overcoming Vandalism:
Means of overcoming concerns about ticket machine vandalism include increased police street presence (full time constabulary and volunteer special constabulary) and the use of fully trained and paid security officers - such as those used extensively in Finland (see below) - who have powers of arrest.
Although the focus here is on reducing vandalism, increasing the number and visibility of security officers results in additional benefits, particularly when they carry out regular patrols (such as regularly occurred in the UK in previous years:
• Enforcement of laws.
• Safer communities, shopping centres and public transport services.
• Crimes can be responded to quicker/ reduction in criminal activity.
• Minor anti-social behaviour offences can be prevented or dealt with quicker.
• Enforcement of discipline and respect.
Notwithstanding this opinion, a broader range of issues need to be considered. https://www.police-foundation.org.u k/2017/wp-content/uploads/2017/06/foot patrol.pdf

Support

Draft Black Country Plan

Representation ID: 19293

Received: 11/10/2021

Respondent: The Wildlife Trust for Birmingham and the Black Country

Representation Summary:

Introduction
9.2
Support: WTBBC support the recognition in the BCP that a modernised and sustainable transport network is important in helping to address the climate crisis, and the specific objectives of reducing pollution and road congestion through improvements to public transport, promoting walking and cycling networks and reducing the need to travel.



9.3
Support: WTBBC support the recognition in the BCP that transport strategy in the Black Country has a key role to play in reducing carbon emissions and the impact on the natural environment, and the need to focus on promoting the appropriate design, location and layout of development, increasing investment in infrastructure, improving the quality, equality and accessibility of public transport, supporting walking and cycling, enhancing road safety and reducing the amount of emissions produced by transportation.

Comment

Draft Black Country Plan

Representation ID: 19294

Received: 11/10/2021

Respondent: The Wildlife Trust for Birmingham and the Black Country

Representation Summary:

Comment: Investment in an improved public transport network provides the opportunity to provide well-planned green and blue infrastructure integrated into the network. The value of well-planned green and blue infrastructure with regards the services it provides and in achieving the desired outcomes described in 9.2 and 9.3 should be made clear. Furthermore, it should be set out in the BCP that this will be a requirement in the planning of public transport network improvements from the earliest stages. Further detail on the requirements for green and blue infrastructure investment should be described in each of the Transport policies.

Comment

Draft Black Country Plan

Representation ID: 21246

Received: 11/10/2021

Respondent: Newlands Developments

Representation Summary:

Transport (Section 9)
Draft Policy TRAN1 (Priorities for the Development of the Transport Network) advises that key transport corridors will be prioritised through the delivery of infrastructure to support active travel (walking, cycling), public transport improvements, traffic management (including localised junction improvements) and road safety. Part 4 of Draft Policy TRAN1 also emphasises that key transport priorities identified for delivery during the lifetime of the Black Country Plan currently include M6 Junction 10 and key road corridors, including the A454.

Linked to the above, Draft Policy TRAN4 (The Efficient Movement of Freight) also encourages road-based freight to use the Key Route Network whenever practicable. In addition, Draft Policy TRAN4 advises that junction improvements and routeing strategies will be focused on those parts of the highway network evidenced as being of particular importance for freight access to employment sites and the motorway network. We strongly support Draft Policies TRAN1 and TRAN4, especially as the ongoing investment and improvement of committed transport priorities and projects, including to M6 Junction 10 and the Black Country Route (A454) which are located approximately 2km to the south of the Site, reinforces the suitability of the Site for a high quality employment development as it will be adequately serviced by a variety of travel modes. These transport improvements will support the scale of growth proposed at the Site and within the wider Core Regeneration Area, and will also facilitate improved access to the Site for local communities.

Paragraph 113 of the NPPF advises that all developments that will generate significant amounts of movement should be required to provide a Travel Plan, and the application should be supported by a Transport Statement or Transport Assessment so that the likely impacts of the proposal can be assessed. As such, we are supportive of Draft Policy TRAN3 (Managing Transport Impacts of New Development), which is consistent with NPPF Paragraph 113, emphasising that Transport Assessments and Travel Plans produced by developers are essential to demonstrate that an acceptable level of accessibility and safety can be achieved using all modes of transport to, from and through the development.

Draft Policy TRAN5 (Creating Coherent Networks for Cycling and Walking) also encourages new developments to create an environment that encourages sustainable travel via safe and direct links that connect to existing walking and cycling networks, and good walking and cycling links to public transport nodes and interchanges. We are generally supportive of this policy as it accords with the requirements of Paragraph 110 of the NPPF, which advises that in assessing sites that may be allocated for development in plans, it should be ensured that appropriate opportunities to promote sustainable transport modes can be taken up, and that safe and suitable access to the site can be achieved from all users.

Parking

Draft Policy TRAN7 (Parking Management) identifies that the Black Country Authorities will ensure a consistent approach to maximum parking standards is enforced in new developments, as set out in supplementary planning documents.

Whilst it is considered important to promote sustainable transport methods as part of new developments, the provision of parking is critical to the success of logistics schemes. Indeed, where a logistics development is in operation for 24-hours a day, it can mean a shift change takes place overnight where public transport is either limited or not available.

a. achieve a 19% carbon reduction improvement upon the requirements within Building Regulations Approved Document, Part L 2013, or achieve any higher standard than this that is required under new national planning policy or building regulations; and, in addition
b. incorporate generation of energy from renewable or low carbon sources sufficient to off-set at least 20% of the estimated residual energy demand of the development on completion.

We would therefore recommend that draft Policy TRAN7 is amended to confirm that maximum parking standards would not relate to logistics developments.

Comment

Draft Black Country Plan

Representation ID: 22050

Received: 11/10/2021

Respondent: Ms Jan Norton

Representation Summary:

The Plan proposes significant developments. Many local people are concerned about pressures on
education, health services and smaller, more local roads where there is already congestion. One key issue which has been raised by members of the public in Pensnett (Severn Drive / Bryce Road) is the fact that there is no local GP practice to serve the local population. It seems bizarre that there is a plan for new homes to be built when the basic local primary care infrastructure is not in place.

Comment

Draft Black Country Plan

Representation ID: 22073

Received: 11/10/2021

Respondent: Kinver Parish Council

Representation Summary:

Highways Impact from Proposed Site Allocations:
In particular, sites DUH208 will have a serve impact on traffic on A449, an already busy road in both directions and will impact in South Staffs as detailed below as will site DUH211:

• Modeling and impact assessment on the wider highway network, including into Staffordshire and
especially the intersection between the A458 Bridgnorth Road and A449 where there is already a considerable volume of local traffic.
• Mitigation or necessary planned infrastructure improvements ahead of strategic allocations required to avoid a chicken and egg situation.
• Particular reference to A449 junction at Stourton, currently there is limited evidence to indicate mitigation, potential flow rates etc.

• Our community feedback makes clear that any right turn from the southern carriageway of the A449 onto the A4101 at peak times results in standing queuing traffic. This is adjacent to a proposed site allocation (DUH211) and would therefore require junction improvements prior to any application or future development not to exacerbate existing issues on the main highway network. At present this is a serve impact on the movement of traffic along the A449. The free flow of traffic at and
around this junction is of considerable concern to Kinver residents as it is the most direct route to both Russells Hall hospital and Moss Grove surgery (the group practice serving Kinver).

Comment

Draft Black Country Plan

Representation ID: 23157

Received: 11/10/2021

Respondent: Environment Agency

Representation Summary:

Specific consideration of waste logistics and related impacts in Chapter 9 could also be useful, especially given the central location of the Black Country. Scope for developing
‘Waste by Rail’ options, -rather than by road should be considered as this allows large amounts of waste to be moved longer distances relatively efficiently. Large waste vehicles can also deter people from cycling.

Comment

Draft Black Country Plan

Representation ID: 45894

Received: 11/10/2021

Respondent: Transport for West Midlands

Representation Summary:

Alignment to the region’s emerging statutory West Midlands Local Transport Plan 5

The new emerging WM LTP explores potential new policy pathways for regional and local transport, and whilst further work is still required to shape and develop this document, the role of land use policy is critical in shaping and delivering more sustainable travel behaviours across all new development.

In line with the adoption of WM2041 and wider national policy, the need to decarbonise transport will further be a critical objective, along with delivering inclusive growth, together with the importance of the ‘Triple Access System’. All these issues are captured in TfWM’s work undertaken to date on the new WM LTP Green Paper, and so should clearly be evidenced in this transport chapter.

The new LTP will also seek to consider the transport challenges presented in the draft Black Country Plan, and we will continue working with the Black Country authorities to ensure both plans are fully aligned.

Alignment to Regional funding strategies and investment programmes

Like with the synergy with the WM LTP, it is important the Plan reflects the commitments being established in regional funding streams like CRSTS, Levelling Up Fund, BSIP, the WM Rail Strategy and our current Delivery Plan. All the initiatives total over £1.5bn+ of programme support, to help deliver on more intelligent use of road space including the re-allocation of road space to deliver more enhanced, sustainable transport options.

Greater understanding of Transport Evidence Base and Transport Modelling

Currently the Draft Local Plan is missing detailed assessments and evaluation data of transport scenarios relating to the new land use policies. Comments are therefore very limited at this stage, and as the modelling data becomes available, we will be in a better position to understand just how the proposed policies will meet the demand from a range of modes. It is strongly encouraged that this work is robustly completed and TfWM are available to provide technical support where required.