Policy TRAN4 The Efficient Movement of Freight

Showing comments and forms 1 to 7 of 7

Support

Draft Black Country Plan

Representation ID: 11377

Received: 30/09/2021

Respondent: Mr. Dennis R Whittaker

Representation Summary:

Whilst it may be worth investigation, the Canal option is unlikely to be viable in most cases. Rail is most suitable for moving anything in bulk over medium to long distances and should be better utilised and expanded where viable. Provision still has to be made for transport by road from Rail Terminals to the final destination. Hence, road improvements would need to be made to handle that traffic.

Support

Draft Black Country Plan

Representation ID: 11390

Received: 30/09/2021

Respondent: Mr. Dennis R Whittaker

Representation Summary:

Whilst the use of Waterways should be considered, in most cases it will be unviable. Railways are well suited to moving anything in bulk over medium to long distances and the existing system should be better utilised and expanded by bringing suitable disused lines back into use. Road vehicles will still be needed to get goods from strategically located Rail Terminals to their final destinations and, hence, the roads serving those Terminals may need to be improved.

Object

Draft Black Country Plan

Representation ID: 14202

Received: 03/10/2021

Respondent: Alan Darby

Representation Summary:

I object to policies TRAN1 and TRAN4 (and the Key Transport Diagram), in particular in the context of policy CSP3 (to which I will object separately) as manifested in 'strategic housing' proposals for Walsall. Those policies' combined effect seems to be to place large amounts of new housing in northern Walsall while ignoring that area's transport needs. Walsall already functions as a 'dormitory' for other West Midlands towns and cities, having vastly more homes than jobs, and this is especially true of its northern and eastern suburbs which are heavily reliant on travel by private car. This has resulted in severe road congestion, especially on A461, A4124 and B4154, which CSP3 will tend to exacerbate. Much employment- and retail- related and other travel in northern Walsall is east-west, broadly corresponding with the A5-M54 corridor which largely lacks public transport services (which tend to be radial, based on Birmingham). I do not see proposals for such services in the Draft Black Country Plan which, like recent transport investment in the West Midlands (for example Metro), does not serve Walsall (especially northeast of the town centre) well. The proposed reinstatement of Wolverhampton-Aldridge passenger rail services via Walsall is very welcome but that is too far south to serve most of the proposed urban extensions. TRAN1 and TRAN4 also seem not to preserve the former South Staffordshire Railway through Pelsall and Brownhills for railway reinstatement or to include it in any other mass transit network (utilising it only as a cycle route) and indeed do not include any key transport corridor improvements within the northern Walsall area identified for mass house-building. Even if realising the inter-regional and national benefits of reopening that railway to freight must be a longer-term goal, it is surely essential to reinstate rail-based rapid mass transit services to Pelsall and Brownhills before those areas are subjected to further - very large - housing developments. If, contrary to my analysis in objection to CSP3, a compelling case can be made for large-scale contiguous peripheral expansion of the conurbation in preference to new freestanding settlements, an acceptable quality of life for northern Walsall's current and future residents depends on prior major improvement in public transport (as well as public rights of way/'active' travel facilities) to make travel other than by car a realistic and attractive choice. I do not see such a radical and transformative tranportation vision in the Draft Black Country Plan: rather, it seems that while Walsall is to receive a disproportionate share of the conurbation's new housing, other areas will receive transport investment. That cannot be either sustainable or right. [ENDS]

Support

Draft Black Country Plan

Representation ID: 17235

Received: 07/10/2021

Respondent: Mr John Miller

Representation Summary:

Finally, I was delighted to see that existing and disused rail lines are to be protected and sites sought for rail freight facilities. Surely there is a case for reopening the mothballed line to Pensnett which could be used once again for freight but also light rail into the regenerated Brierley Hill area.

Comment

Draft Black Country Plan

Representation ID: 22352

Received: 11/10/2021

Respondent: Canal & River Trust

Representation Summary:

We welcome the encouragement for the use of waterways for freight. We suggest that the policy could helpfully go further by requiring applicants for major developments to consider the feasibility of using waterborne freight in the construction, demolition and excavation phases where the development site is adjacent to a navigable waterway. This would set a clearer expectation for developers and indicate to a decision maker how they should consider this issue in a planning application.

Comment

Draft Black Country Plan

Representation ID: 23255

Received: 11/10/2021

Respondent: Historic England

Representation Summary:

Same comment for TRAN4 where specific sites are referenced. Policy TRAN2 what assessment has been undertaken with regards to safeguarded land needed for future transport development and the impact on the historic environment? Same comment for TRAN4 where specific sites are referenced.

Comment

Draft Black Country Plan

Representation ID: 45897

Received: 11/10/2021

Respondent: Transport for West Midlands

Representation Summary:

Elements of this policy are welcomed, particularly in terms of transferring freight onto sustainable modes of transport like rail and waterways with some of the policy thinking echoing that of TfWM’s own Regional Freight Strategy, which will be updated in light of the new WM LTP. However, there are no policies on management measures in the form of restrictions on daytime road deliveries, consolidation initiatives or favourable policy in support driver facilities.

In particular, this policy section would benefit from addressing the role of consolidation centres for towns and opportunities for smaller logistics operations for last mile, such as local neighbourhood micro-consolidation facilities, improved routing software together with integrated online sales systems. The inefficiencies of the last mile problem have only been compounded by the continuous rise of ecommerce in retail, which has dramatically increased the number of parcels delivered, as well as raised customer expectations for fast delivery.

Policy TRAN4 could also address the use of cargo and eCargo bikes, ZEVs in freight and the use of micromobility and mobility hubs (including parcel lockers). In particular, supporting the shift toward ZEVs within the freight industry could be noted explicitly in this policy together with meeting the refueling needs, through appropriate freight charging stations as part of new development. Adopting cleaner technologies (to help meet air quality improvement goals laid down by the government) is also vitally important, especially as freight vehicles currently account for a disproportionately high percentage of harmful air pollutants.

There are also no policies which capture the importance of safety with regards construction vehicles or how these must not hinder sustainable and active travel infrastructure, especially for those more vulnerable road users. Potentially capturing the importance of Delivery and Servicing Plans and Constructions and Logistics Plans, as well as adherence to the Construction and Logistics Community Safety Scheme (CLOCS) could help minimise the impact both HGVs and LGVs will have on the surrounding highway, brought about through new development and construction. Also, in new developments themselves, the importance of ensuring good road safety measures is vital and needs capturing in this policy.

Freight parking requirements are also missing from this policy section, and TfWM would welcome exploration into potential sites for lorry holding areas as well as good off-street servicing facilities and provision of facilities for home deliveries within new developments, whilst not impacting on the wider public realm.

More explicit reference to the Major Road Network (MRN) should also be noted in the plan. This new category of economically important ‘A’ roads, and Large Local Majors (LLM) schemes (focusing on significant upgrades to local roads) will help unlock housing and economic growth and support the Strategic Road Network across the Black Country.

Policy TRAN4 could also be further expanded upon in terms of rail freight, through capturing further enhancements to the existing rail network which facilitate rail freight growth into and through the Black Country including network capacity and capability upgrades to allow more frequent, longer and heavier trains on key domestic and deep sea port routes.