Policy TRAN5 - Creating Coherent Networks for Cycling and for Walking

Comment

Representation ID: 10709

Received: 07/09/2021

Respondent: Mr Richard Slaughter

Walking and cycling along canals don't mix, towpaths too narrow. Pedestrians only.

Roads are in a terrible state, potholes, unremoved debris, markings for cycle lanes, etc often worn away. I often cycle on roads in Dudley, but often feel I am mad to do so.

Roads need to be redesigned (and better maintained) to encourage safe cycling and priority for buses, in such a way as to actively discourage and frustrate car drivers.

Support

Representation ID: 10979

Received: 19/09/2021

Respondent: Jonathan Browning

Support, but the network as presented in Figure 9 should be much more comprehensive. At a minimum, all Tier 1 and 2 centres should be connected or in close proximity to the cycling network. Currently it appears Bearwood, Cape Hill, Stourbridge, Cradley Heath, Bilston, Bloxwich, Brownhills, aren't. The network should also not just 'end' - eg the stub running west from Blackheath should connect to another section of network. Connectivity to Birmingham cycle networks should also be highlighted and promoted to encourage sustainable travel across the region.

Comment

Representation ID: 11105

Received: 23/09/2021

Respondent: Mr Lars Nielsen

I am commenting about the Worcester Lane sites DUH206, DUH207 and DUH209.

For public transport, there is no bus service currently along Worcester Lane. Hagley station is 20 minutes walk away. Cycling to Hagley station would be an option, but cycling along Worcester Lane is dangerous. A cycle lane should be put in place along Worcester Lane to Hagley, to enable commuters to cycle to the station, and for children to cycle to the secondary schools in Hagley.

Support

Representation ID: 11382

Received: 30/09/2021

Respondent: Mr Greg Ball

Support the thrust of this policy, but it needs to be strengthened to achieve coherent networks well linked into local areas. New developments, and redevelopments should linked into existing or potential new networks, and not be planned as unconnected islands. Where possible, the potential for creating safe crossing of busy roads by restoring railway bridges should be explored: e.g. across the A4123 at Tipton Green.

Comment

Representation ID: 11406

Received: 30/09/2021

Respondent: Mr. Dennis R Whittaker

Cycling is not an option for many - especially in bad weather.

Support

Representation ID: 11836

Received: 09/10/2021

Respondent: Mr Richard Knight

It is essential that sustainable transport infrastructure is developed and enhanced to support the key priorities. This needs to be fully integrated to ensure people are encouraged to leave their cars at home.

Comment

Representation ID: 12315

Received: 01/10/2021

Respondent: Mrs Margaret O'Reilly

I am objecting to the proposed development at:-
*Coronation Road/ Mob Lane Aldridge North and Walsall Wood Area. 30ha land for 763 Homes *

There are no cycleways in Coronation Road or Mob Lane therefore not even any sustainable transport alternatives for people to use.

Support

Representation ID: 17234

Received: 07/10/2021

Respondent: Mr John Miller

I very much support more use of our great canal network and the emphasis on more cycle routes and facilities. Cyclists need to get off the main roads or have dedicated cycle lanes if there is to be a real uptake of cycling as an alternative to the private car - on safety and air pollution grounds.

Comment

Representation ID: 17462

Received: 08/10/2021

Respondent: Mr Peter Orme

This community will not have to travel by car to their places of work in industry but industrial space will be developed alongside. Thereby ensuring most of its residents will have the services and work environment within thirty minutes walking distance of their residents.

Support

Representation ID: 17559

Received: 11/10/2021

Respondent: Sport England

Sport England supports the proposed policy wording for cross LA working to ensure a comprehensive network and to common design standards for walking and cycling. We support the emphasis in part 2) of the policy to ensuring new developments link to existing walking and cycling networks, ensuring links are suitably designed to be safe and direct and not impeded. In our experience, developers are often less successful in this area and tend to focus on infrastructure for walking and cycling within their developments. The policy should make it clear how developers will be expected to contribute to improving connecting new development to existing links for walking and cycling : ie. through developer contributions. Consideration should be given to including requirements within the policy for the provision of showers/changing facilities and lockers within major employment/workplace uses to complement the requirement for cycle parking facilities to positively influence a modal shift.

Comment

Representation ID: 19399

Received: 11/10/2021

Respondent: L&Q Estates

Agent: Pegasus Group

Paragraph 9.4 - Policy TRAN5 should be amended to allow for more flexible transport infrastructure for multiple users, for example "combined pedestrian/cycle routes and other routes which could be shared by bus services but not car users."

Comment

Representation ID: 19400

Received: 11/10/2021

Respondent: L&Q Estates

Agent: Pegasus Group

Paragraph 9.4 - In relation to cycle parking the policy should require parking to be located within the rear gardens or shared communal space not public parking areas due to inadequate maintenance or poor surveillance.

Support

Representation ID: 21248

Received: 11/10/2021

Respondent: Newlands Developments

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.

Support

Representation ID: 21294

Received: 11/10/2021

Respondent: Owl Homes

Agent: Barton Willmore

Draft Policy TRAN5 – Creating Coherent Networks for Cycling and Walking

Draft Policy TRAN5 seeks to encourage the development of sustainable modes of travel and ensure that places are well-connected with attractive, convenient, direct and safe routes available to non-car users.

As part of the proposed indicative layout for the Site, shown within the Vision Document at Appendix 2, a new pedestrian and cycle link will be created via the Site between Bosty Lane and Middlemore Lane West. This will improve accessibility in the local area to nearby facilities in Rushall and public transport services on Bosty Lane itself.

In terms of cycle parking provision, the quantum and design is likely to be addressed as the proposals for the Site evolve, and consultation with the Local Authority is undertaken.

Comment

Representation ID: 22354

Received: 11/10/2021

Respondent: Canal & River Trust

We support the requirement, where possible, for existing links such as the canal network to be
enhanced. This is consistent with policy ENV7. We have suggested amendments to policy DEL1, above, to further support this.

As well as providing opportunities for sustainable travel within the Black Country, the canal network provides opportunities for sustainable travel to/from neighbouring areas. We note that nothing within policy TRAN5 excludes the possibility of improving such links but we would suggest that the supporting text is amended to confirm this. At present, much of paragraphs 9.50 to 9.52 'refers to within the Black Country'

Comment

Representation ID: 23256

Received: 11/10/2021

Respondent: Historic England

Policy TRAN5 We support Policy TRAN5 and would welcome the canal network being more accessible. We also welcome public realm improvements and consider that there could be opportunities to enhance the historic environment through signage, interpretation, creation of new links and accessibility etc. and would be keen to see this referenced in the policy as a potential aim.

Object

Representation ID: 23388

Received: 11/10/2021

Respondent: West Midlands CPRE

Agent: Gerald Kells

Policy TRAN5
We generally support the aspiration of this policy. However, the aim should be to prioritize walking and cycling modes with a specific goal of removing barriers which might prevent use of those modes

Support

Representation ID: 23425

Received: 15/02/2022

Respondent: L&Q Estates

Agent: Barton Willmore

8.3 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, in addition to public transport nodes and interchanges. We are 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.

Object

Representation ID: 43872

Received: 05/10/2021

Respondent: Taylor Wimpey

Agent: Pegasus

10.8 Policy TRAN5 relates to creating coherent networks for cycling and for walking.
10.9 It states that creating an environment which encourages sustainable travel requires new development to be linked to existing walking and cycle networks and such links should not be impeded by infrastructure provided for other forms of transport. Taylor Wimpey consider that this reference should be revised to refer to circumstances where transport infrastructure can provide for multiple users, e.g. combined pedestrian/cycle routes and other routes which could be shared by bus services but not car users.
10.10 The Policy also refers to cycle parking, although Taylor Wimpey considers this should be further developed to identify not only where cycle parking could be provided in association with commercial or employment uses, but how cycle parking should be provided within residential developments. In this regard, it is generally accepted that provision within rear garden areas or communal open space areas is a preferred option rather than public parking areas which could be subject to inadequate maintenance or poor surveillance.

Comment

Representation ID: 45898

Received: 11/10/2021

Respondent: Transport for West Midlands

Whilst we fully agree with the 7 principles outlined in this policy for walking and cycling, we feel this could be strengthened further, especially in light of the pandemic and the active travel fund measures being rolled out. Under point 1 especially, in terms of ‘maintaining a comprehensive cycle network’ this should include the words ‘safe and convenient network’.

The Metropolitan Cycle Network originally identified in LTP4: Movement for Growth is now known as the Starley Network. Stronger reference to the Starley Network should therefore be made together with the West Midlands Regional Walking and Cycling Strategy. Any cycling provision proposed within the plan should connect fully to all existing routes and these should be of high quality and designed to meet guidance set out by LTN 1/20 and the West Midlands Cycle Design Guidance under the Development and Places for People section.

New developments should not only have good walking and cycling links to public transport nodes and interchanges (as stated in point 4 of the policy) but have excellent links to all local amenities and services and be of mixed use and higher density (where possible) to help make the provision of sustainable transport economically viable and reduce the overall demand to travel, as stated under policy 4 & 6.

The reallocation of road space for cyclists should also be included under this policy, covering cycle lanes and pavement widening together with the importance of active travel behaviour change programmes such as TfWM’s community engagement programmes for active travel and that of its partners including School Streets and Low Traffic Neighbourhoods. Considering 20mph on all residential roads is also promoted in our West Midlands Cycle Design Guidance and TfWM’s Developer Guide, and we would welcome a 20mph policy for residential areas.

Finally, reference to the new West Midlands Cycle Hire scheme and the Interconnect West Midlands; the regions wayfinding system would be strongly welcomed.

Comment

Representation ID: 45899

Received: 11/10/2021

Respondent: Transport for West Midlands

Whilst there are many elements in this section TfWM strongly welcome, we feel this policy section could further be expanded upon, especially concerning the importance of behaviour change with prioritisation given to sustainable modes of travel, which will be vital in delivering a successful Black Country Plan.

Under point 1a Park and Ride, there is no mention of TfWM’s adopted Park and Ride Policy, nor is there no mention of expanding on Park and Ride ZEV charging and the use of parking charges at Park and Ride sites to encourage people to re-mode.

Under this point as well, considering future expansion of appropriate intercept Park and Ride sites for the Black Country (where users do not live near to inter-urban and local rail stations) maybe worth exploring further with TfWM Officers and included in policy, where appropriate. Yet also noting Park and Ride is not a demand management tool if it generates more car-based trips which could be walked and cycled.

Under point 1b, reference to the West Midlands UTC scheme is made, yet TfWM would also welcome acknowledgement of the Regional Transport Coordination Centre (RTCC).

In promoting and implementing Smarter Choice measures, there is no reference to micromobility (including escooters and ebikes), Demand Responsive Transport and the use of mobility as a service (MaaS) products and mobility credits. These shared transport services could play a key role in the early phasing stages of new development.

The growth of innovation and digital investment in transport is also playing a significant role in the region and we would welcome acknowledgment of this within all new development. As the West Midlands is benefiting from its Future Transport Zone, we believe all new development proposed should be designed to enable the installation of the most up-to-date digital connectivity and transport innovation measures.

The importance of good interchange facilities, across all modes for new development should also be referenced in this section.

Finally, the West Midlands is playing a leading role at the heart of the UK Connected and Autonomous Vehicle (CAV) ecosystem through developing and manufacturing its software and systems.