Longbridge AAP Travel Management Strategy

Transcription

Longbridge Area Action Plan
Travel Management Strategy
Birmingham City Council
March 2008
Prepared by: ................................................
Jo France
Associate Director
Approved by: .................................................
Jo France
Associate Director
Rev No
4
3
2
1
Comments
FINAL
Draft v 3
Draft v.2
Draft v.1
Date
20/03/08
17/03/08
29/01/08
21/12/07
Beaufort House, 94/96 Newhall Street, Birmingham, B3 1PB
Telephone: 0121 262 1900 Fax: 0121 262 1994 Website: http://www.fabermaunsell.com
Job No 50010
Reference TMS
Date Created January 2008
This contains confidential and commercially sensitive information, which shall not be disclosed
to third parties.
f:\dp\projects\50010tbmd longbridge aap\documents\outgoing\final reports\travel management strategy report\report\final travel
management strategy (issued 200308).doc
Table of Contents
1
Introduction ..................................................................................................................... 3
1.1
Introduction ........................................................................................................... 3
1.2
Overall Transport Strategy within the Longbridge AAP ........................................ 3
1.3
AAP Objectives ..................................................................................................... 3
1.4
Our Sustainable Vision for Longbridge ................................................................. 4
1.5
Integrated Approach ............................................................................................. 4
1.6
Aims & Objectives................................................................................................. 5
1.7
Other Strategy Documents ................................................................................... 5
1.8
Report Structure.................................................................................................... 6
2
Pedestrian and Cycle Baseline Review ........................................................................ 9
2.1
Introduction ........................................................................................................... 9
2.2
Transport Policy .................................................................................................... 9
2.3
Sustainable Conditions ....................................................................................... 12
2.4
Census data & Site Observations....................................................................... 18
2.5
Summary............................................................................................................. 18
3
Inter-Site Movement and Infrastructure...................................................................... 20
3.1
Introduction ......................................................................................................... 20
3.3
Access Points & Sustainable Gateways ............................................................. 21
3.4
Cycling facilities within the development: ........................................................... 23
4
External Movement and Infrastructure ....................................................................... 26
4.1
Introduction ......................................................................................................... 26
4.2
Key Corridors ...................................................................................................... 26
4.3
Other Facilities .................................................................................................... 27
5
Summary of Pedestrian and Cycle Proposals .......................................................... 29
5.1
Introduction ......................................................................................................... 29
6
Public Transport Strategy ............................................................................................ 32
6.1
Introduction ......................................................................................................... 32
6.2
Bus Strategy ....................................................................................................... 32
6.3
Proposed Infrastructure Provision ...................................................................... 37
6.4
Rail Strategy ....................................................................................................... 38
7
Car Parking Strategy..................................................................................................... 43
7.1
Introduction ......................................................................................................... 43
7.2
Methods of car parking management ................................................................. 43
7.3
On Street Parking ............................................................................................... 43
7.4
Birmingham Car Parking Standards ................................................................... 44
7.5
Other Considerations .......................................................................................... 45
7.6
Recommended Approach ................................................................................... 45
7.7
Summary............................................................................................................. 46
8
Travel Planning ............................................................................................................. 48
8.1
Introduction ......................................................................................................... 48
8.2
What is a Travel Plan.......................................................................................... 48
8.3
The need for a Travel Plan ................................................................................. 48
8.4
The Aims of a Travel Plan .................................................................................. 48
8.5
Key Elements...................................................................................................... 49
8.6
Travel Plan Management.................................................................................... 49
8.7
Initiatives and Measures ..................................................................................... 49
8.8
Targets................................................................................................................ 50
8.9
Implementation and Funding .............................................................................. 50
8.10 Summary............................................................................................................. 50
9
Mode Split ...................................................................................................................... 52
9.1
Introduction ......................................................................................................... 52
9.2
Existing Mode Share........................................................................................... 52
9.3
Proposed Mode Shift .......................................................................................... 52
10
Monitoring...................................................................................................................... 56
10.1 Monitoring ........................................................................................................... 56
10.2 Summary............................................................................................................. 57
11
Summary & Conclusions.............................................................................................. 59
11.1 Overview ............................................................................................................. 59
11.2 Strategy for Action .............................................................................................. 59
11.3 Future Travel Management ................................................................................ 59
1 Introduction
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1
Introduction
1.1
Introduction
Faber Maunsell have been commissioned to develop a Transport Management Strategy (TMS)
to support the Longbridge Area Action Plan (AAP).
1.2
Overall Transport Strategy within the Longbridge AAP
The Travel Management Strategy, together with the Longbridge Bus and Rail Strategies, seeks
to achieve a transport network that serves the Longbridge residential areas and proposed
development areas efficiently, providing access to employment and services where there is
demand. The overall aim of the strategies is to provide an improved transport network within
the area and to help to meet the Longbridge AAP objectives set out below.
1.3
AAP Objectives
The vision and the objectives of the AAP have been developed following a consultation
exercise with stakeholders and local residents. The objectives of the AAP that emerged were:
Objective 1: To establish sustainable communities, which embody the principles of sustainable
development and meet social, economic and environmental needs in a balanced and integrated
way and meet the needs of existing and future generations.
Objective 2: To be at the forefront of sustainable development with commercial buildings,
community facilities and housing which showcase excellence in all aspects of environmental
sustainability. A key aim is to achieve carbon neutral standards within the lifespan of the
scheme.
Objective 3: To establish a rich tapestry of quality connected open spaces, and river corridors
across the Longbridge development, which provide for visual amenity, recreational use, nature
conservation and address flood risk requirements across the plan area, and to protect and
enhance the historic environment.
Objective 4: To implement an integrated and sustainable transport infrastructure strategy for
Longbridge, which secures appropriate investment in key public transport improvements and
road infrastructure and supports the effective management of sustainable travel patterns across
the site.
Objective 5: To implement a comprehensive programme of management for the development
including a local centre management programme, management of open spaces, and the public
realm.
Objective 6: To achieve excellence in design through the creation of high quality developments
and design that helps create a real sense of place with buildings, streets, spaces, features and
facilities of which people are justifiably proud.
Objective 7: To support the continued development of Longbridge as a regional investment
location for industry and employment, securing economic diversification and business growth,
providing 10,000 jobs, protecting existing employment and providing a long-term sustainable
job environment.
Objective 8: To support the protection of land for general industrial uses including the Nanjing
Automotive Corporation site and Cofton Centre.
Objective 9: The development of a 25ha Regional Investment Site (RIS) which is attractive to
high profile regional, national and international investors as well as a major location for high
technology businesses.
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Objective 10: To ensure that employment opportunities are accessible to all and assist in
securing the provision of employment and training opportunities for local residents, with no
investment being lost for the lack of suitably qualified and skilled people.
Objective 11: To support a local culture of enterprise, entrepreneurial activity, innovation and
sustainable business growth and development.
Objective 12: To create a sustainable mixed-use centre for Longbridge, which meets local
needs by providing a range of quality retail, commercial, leisure, education and residential uses
and establishes a distinctive sense of place and heart for the community.
Objective 13: To deliver a minimum of 1,400 new dwellings to help meet existing and future
housing needs and to create a sustainable mixed-use community.
Objective 14: New homes will provide a mix of type, size and tenure including affordable
housing, high density layout appropriate to the location of the site and be designed to highest
standards. The aim is to achieve carbon neutral standards within the lifespan of the scheme,
and where appropriate, to achieve lifetime homes standards.
The regeneration of Longbridge following the closure of MG Rover allows the opportunity to
create a new vision for the area to drive and sustain long term social, economic and
environmental vitality of the local area.
As part of this process the overall transport strategy for the AAP is:
1.4
To create an environment where transport safety, freedom of movement and choice are a
guiding principle for planning, design and implementation.
To create a transport network that offers choice and promotes freedom of movement by
walking, cycling, public transport and private car.
To provide efficient and effective public transport services that enable greater access to
employment, health services, education, retail, leisure and recreation facilities.
To support an integrated transport strategy evaluating the potential for a transport
interchange, Strategic Park & Ride (P&R) facility, A38 and Longbridge Lane enhancements
with frequent local services to local centres including Frankley and Rubery.
Our Sustainable Vision for Longbridge
The driving factor for the development of Longbridge is to create a Sustainable Community for
the future and for the people of Longbridge. The overarching vision for the TMS can be
summarised as follows:
"Create a multi-land use area that is attractive, pleasant and vibrant. The
environment, facilities and nature of the area will make walking, cycling and
using public transport the modes of choice"
The development of the AAP is an opportunity to create a community which champions healthy
living and encourages wide-spread good practice in terms of exercise and avoiding unnecessary car use. To achieve this end, it is necessary to provide both the hard infrastructure
and facilities to allow people the option of using alternative modes to the car.
1.5
Integrated Approach
It is necessary for all elements of the Transport Strategy to incorporate the sustainable
approach championed by this TMS. This TMS strategy seeks to prioritise pedestrian and cycle
access and seek to provide a comprehensive network of pedestrian and cycle routes.
The environment will be appropriately landscaped aligned with well-linked pedestrian and cycle
paths, routed along wild life and river-walks and other desire lines, particularly to Public
Transport Interchanges and P&R Facilities. It is expected that the regenerated area of
Longbridge will be so pleasant and well-connected that walking, cycling and public transport will
become modes of choice.
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1.6
Aims & Objectives
The main aim of this report is to provide a basis for managing car parking demand and
provision, and to set out the high level proposals for pedestrians and cyclists. The strategy will
form a basis for future site specific Travel Plans. Details of how the future Travel Plans for each
type of land use will be developed and implemented is also considered. Additionally, proposals
developed as part of the Rail Strategy and Bus Strategy reports are outlined and considered
further.
This strategy presents routes in a hierarchy of strategic importance that will be used to define
landscaping treatment from a basis of internal and external movements. This will be
undertaken specifically to reduce the need to use motorised transport for short journeys.
Car parking across the site will be provided in a way having due regard to the accessibility of
the site. It is known that both the level of car parking provision and management of such can
have a significant impact on peoples travel habits. Therefore the strategy will consider the likely
level of car parking for each land use, and proposed methods of car parking control. The TMS
will co-ordinate an integrated and sustainable approach to:
Managing car parking demand and provision.
Encouraging travel for pedestrians and cyclists to create places that people want to walk and
cycle in.
Creating an environment where transport safety, freedom of movement and choice are
guiding principals.
Influencing travel behaviour through education, training, marketing and promotion.
This will be achieved by adopting an approach that prioritises the movement and needs of
pedestrians and cyclists. Facilities for pedestrians and cyclists will be at the forefront of
detailed design priorities when the transport options for the area are developed, providing a
network of routes that follow desire lines and link into existing local routes. The objectives of
this strategy are to:
Reduce reliance on single-occupied car journeys.
Improve public transport.
Provide guidance on demand management.
Develop justifiable modal split targets.
Introduce mechanisms for the implementation of Travel Plans to deliver the aspirations of the
TMS.
Encourage healthier and more sustainable travel.
The TMS will adopt a vision and approach to drive and sustain long term social, economic and
environmental vitality of the area, following principals of best practice and Government Policy.
1.7
Other Strategy Documents
The Longbridge AAP Travel Management Strategy is linked to other Longbridge reports and
strategies, as detailed in Figure 1.1. The following section describes some of these key
reports, which have been developed to support the AAP by Birmingham City Council (BCC),
Bromsgrove District Council (BDC), Worcestershire County Council (WCC) and Centro. These
documents build upon work undertaken by the Halcrow Group on behalf of the developers (St.
Modwen Properties plc).
The Longbridge AAP Travel Demand Model (TDM) Report details the methodology used in
the travel demand model for the development. The model is more complex than the basic fourstage template, but trip generation, trip distribution, mode split, and trip assignment are all steps
in the process. The TDM, created to assess peak-period transport demand as part of the AAP
process, includes a 38-zone highway network model covering key links in the local area, as well
as the nearest M5 and M42 motorway junctions. Outputs from the TDM have been used to
assess the impact of the development on congestion and mode shares, and have informed the
specification of proposed transport interventions within the strategy.
The Longbridge AAP Rail Strategy supports the delivery of the AAP’s objectives by
identifying and recommending the rail options that will be most effective, while successfully
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accommodating the travel demand created through the redevelopment of the Longbridge area.
By reviewing current policy documents and infrastructure, the strategy identifies options for the
progression of rail transport within Longbridge and the wider area.
The Longbridge AAP Bus Strategy explores the different options that are available to
providing bus services throughout the site, using existing and new infrastructure to ensure a
significant proportion of trips are made by public transport, contributing to the sustainability of
the development. Through the provision of an attractive set of public transport facilities and
services, it is hoped that a contribution can be made towards slowing the growth in congestion
on the main road corridors as well as providing wider benefits, for example improved
accessibility to existing and new job opportunities, leisure facilities, education and health care.
The Rail Strategy and the Bus Strategy have used the TDM as a basis for the development of
options for improving access to the Longbridge area by bus and rail respectively. Options have
been assessed for their practicability, and on the basis of client input and consultation with
other key stakeholders a package of interventions have been recommended.
Figure 1.1: Linkages between baseline reports and strategies
1.8
Report Structure
The TMS is structured into eight sections as follows:
Section 2 provides a summary of the baseline conditions that were outlined in the relevant
sections of the Baseline Report to provide a context for content of this report.
Section 3 considers the intra-site movements and facilities including the proposed key
access points into the redeveloped area.
Section 4 looks at how the key access points will integrate with the existing facilities and key
corridors for the inter site movements.
Section 5 summarises the proposals set out in Section 3 and Section 4 to provide a
hierarchy of movements.
Section 6 summarises the key points that form the pedestrian, cycle, bus and rail strategies.
Section 7 addresses the car parking strategy for the site.
Section 8 looks at travel planning for the site. In particular, how Travel Plans for each land
use type will be developed and implemented as the development progresses.
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Section 9 provides a summary of targets for modal splits for each aspect of future land use
type at Longbridge developed for the Travel Demand Model.
Section 10 outlines the proposed monitoring strategy for the Longbridge development.
Section 11 summarises and concludes the report.
2 Pedestrian and Cycle Baseline Review
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2
Pedestrian and Cycle Baseline
Review
2.1
Introduction
This section will provide a summary of the key points that emerged from the Baseline Report
prepared by Halcrow regarding pedestrian and cycle journeys.
2.2
Transport Policy
A review of relevant policy has been undertaken to identify key issues that need to be
considered in the Longbridge AAP Travel Management Strategy with regard to pedestrians and
cyclists.
2.2.1
National Planning Policy Guidance 13 (PPG13)
PPG 13 establishes the national policy regarding transport and development. The objectives of
PPG 13 are to:
•
promote more sustainable transport choices for both people and for moving freight;
•
promote accessibility to jobs, shopping, leisure facilities and services by public
transport, walking and cycling, and
•
reduce the need to travel, especially by car
PPG 13 advocates that a key planning objective is to ensure that jobs, shopping, leisure
facilities and services are accessible by public transport, walking, and cycling. This is important
for all, but especially for those who do not have regular use of a car, and to promote social
inclusion.
A key element of policy is the consideration of the availability of car parking which has a major
influence on the means of transport people choose for their journeys. Reducing the amount of
parking in development is essential, as part of a package of planning and transport measures to
promote sustainable travel choices. At the same time, the amount of good quality cycle parking
in developments should be increased to promote more cycle use.
The availability and use of public transport is also a very important factor in determining
locational policies designed to reduce the need for travel by car.
PPG 13 advocates that walking is the most important mode of travel at the local level and offers
the greatest potential to replace short car trips, particularly under 2 kilometres. In particular
attention should be paid to:
•
review existing provision for pedestrians, in order to identify the network of routes and
locations (including the links between key land uses)
•
pay particular attention to the design, location and access arrangements of new
development to help promote walking as a prime means of access;
•
promoting high density, mixed use development in and around town centres and near
to major transport interchanges;
•
creating more direct, safe and secure walking routes, particularly in and around town
centres and local neighbourhoods, and to schools and stations, to reduce the actual
walking distance between land uses, and to public transport; and
Cycling also the potential to substitute for short car trips, particularly those under 5km, and to
form part of a longer journey by public transport. In particular attention should be paid to:
•
reviewing existing provision for cyclists,
•
influencing the design, location and access arrangements of development
•
seek the provision of convenient, safe and secure cycle parking and changing facilities
in developments and the provision of cycle storage facilities
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2.2.2
2.2.3
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seek the provision of cycle routes and cycle priority measures in major new
developments.
West Midlands Regional Spatial Strategy
The West Midlands Regional Spatial Strategy (RSS) supersedes Regional Planning Guidance
(RPG11). The RSS was developed to enable different regions to sustainably meet their needs
in a mutually supportive way. Specifically in terms of walking and cycling the RSS sets out the
following policies:
•
Policy T2: Reducing the need to travel. Policy T2 states “…those developments which
generate significant travel demands to be located where their accessibility by walking
and cycling is maximised. High density development will be supported in such
locations in accordance with policy CF4”;
•
Policy T3: Walking and Cycling. Policy T3 states that “development plans and local
transport plans could provide greater opportunities for walking and cycling by:
developing safe, secure, convenient and attractive networks which connect residential
and employment areas; giving pedestrians and cyclists priority in built up areas;
providing links between smaller settlements and centres and development of
greenways and quiet roads; improving the National Cycle Network; making the most
effective use of canal towpaths; expanding “cycle & ride” and cycle carriage on public
transport; and ensuring that new developments and infrastructure proposals improve
walking and cycling access”.
West Midlands Local Transport Plan 2006
The West Midlands 2006 LTP sets out the initiatives and plans for the West Midlands region
tackling transport problems it currently faces. The seven authorities for the West Midlands
Metropolitan Area have formally agreed a shared vision for:
•
“Towns, cities and local centres that are attractive and vibrant, where…… and walking
and cycling are common place”.
The LTP has a wide ranging programme of strategies to meet the key objectives and targets,
and in particular:
•
“Make best use of the existing transport network, including walking and cycling;
•
A continued programme to improve conditions for pedestrians and cyclists; and
•
Efforts to achieve modal shift on non-essential car trips particularly those to school and
work by delivering good accessibility to all”.
In addition, contained within the appendices of the LTP are a series of more detailed strategies
for the different modes of transport, including a strategy for both walking and cycling:
•
The Walking Strategy recognises increases in journeys undertaken on foot as an
important contribution to creating a healthier, safer, more accessible and more
affordable lifestyle for all. The strategy therefore has a key role to play with regard to
the vision of the West Midlands as a place where walking will be 'commonplace' and
where people increasingly choose to walk for shorter journeys and are not discouraged
due to fears for road safety or personal security; and
•
The Cycling Strategy states that the vision is of a vibrant, thriving community where
everyone will be able to have a better quality of life that is not dependent on the
availability of a car. As a result, cycling would be common place in an environment
where people can make direct, attractive, safe and comfortable journeys by bicycle,
and through creating the right environment, and with the right motivation, more people
will be encouraged to cycle for utility journeys, for leisure and for tourism, helping to
create a healthier, safer, more accessible, more prosperous and more sustainable
society.
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2.2.4
Worcestershire County Council LTP 2006-2011
The LTP strategy to improve accessibility recognises the importance of encouraging greater
walking and cycling for utility and leisure journeys, which in turn would lead to a healthier
population. The strategy focuses on the following areas/initiatives:
•
Investment in walk and cycle networks;
•
Sustainable Travel Town; and
•
Rights of Way Improvement Plan.
11
The LTP states that walking and cycling are the modes that are available to virtually everyone,
and therefore are realistic options for the majority of journeys made. As a result, providing good
footways and footpaths that are well lit wide and linked to safe crossing points of the road
network are essential to encourage people to make local trips predominantly on foot.
Specifically in terms of walking the Worcestershire County Council LTP sets out the following
policies:
•
Policy WALK1: Implement a Countywide programme of improvements to the pedestrian
network;
•
Policy WALK2: Encourage people to make local journeys on foot by providing good
quality information on walking routes through the publication of walk/cycle maps for all
areas of the County; and
•
Policy WALK3: Improve pedestrian facilities to enable isolated and/or vulnerable people
safe and convenient access to essential services.
The LTP recognises the potential to increase the amount of cycling within Worcestershire’s
main urban areas, with cycle networks already being well established within Worcester in
particular. As a result, one of the main objectives within the LTP is to fill the gaps in the cycle
networks by working alongside projects such as the Worcester Sustainable Travel Town
partnership and through Cycle Forums.
In relation to cycling the Worcestershire County Council LTP sets out the following policies:
2.2.5
•
Policy CYC1: Implement a Countywide programme of improvements to the cycle
network;
•
Policy CYC2: Work with SUSTRANS to further develop an inter-urban network of cycle
routes providing strategic links across the County including the National Cycle Network;
•
Policy CYC3: Provide secure cycle parking facilities at key destinations such as town
centres and retail parks, transport interchanges, and workplaces/schools; and
•
Policy CYC4: Encourage people to make local journeys by bike by providing good
quality information on cycling routes through the publication of walk/cycle maps for all
areas of the County.
A Cycling Strategy for Birmingham 2008 Consultation
The strategy recognises that cycling can bring many benefits to Birmingham as it contributes to
reducing congestion, improving health, improving accessibility to employment and other local
facilities/services, as well as helping to lessen the carbon footprint.
The cycling strategy is aiming to increase the cycling levels across the city by encouraging
people to think about the type of journey they are making, consider if it can be made by bicycle
and take practical steps to make cycling a real option.
The vision of cycling in Birmingham is “more people cycling more often to help keep us healthy
and active, keep our air clean and help tackle congestion”.
To help achieve this vision the strategy concentrates on delivering the following four targeted
areas of cycling provision:
•
“Working with school children, staff and parents to encourage more cycling to and from
school”;
•
“Continue the improvement of cycling accident statistics through road safety education
and training”;
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•
“Working closely with TravelWise affiliates and the Be Birmingham Partnership to raise
the profile of cycling”; and
•
“Develop and implement a Strategic Cycle Network across Birmingham”.
In addition, to help guide the four focussed areas of work proposed within the cycling strategy, a
comprehensive framework of policies and actions have been developed, including 10 policies
and 31 actions to help contribute to achieving the vision of the strategy.
2.2.6
A Walking Strategy for Birmingham, February 2003
The Walking Strategy states that of all the journeys made in Birmingham, approximately 42%
are less than 2km and this is a distance that a person of average fitness could walk in 20-25
minutes.
It is considered that car journeys account for approximately 33% of these trips, so there is
clearly significant potential for increasing the level of walking for short trips, and hence reducing
the decline in walking that has emerged in recent years.
The Walking Strategy sets out the following key objectives:
•
“To reduce the amount of short journeys made by private car through encouraging a
modal shift to walking;
•
To set out the role that walking can play in meeting the transportation needs of
residents and visitors;
•
To assist in meeting health improvement targets by developing walking as a key public
health initiative;
•
To promote the role of walking for leisure, environmental and personal security
benefits;
•
Through a linked action plan, to assist in the delivery of city and national strategies; and
•
To propose a methodology for setting targets, monitoring progress and reviewing
achievements”.
The walking strategy sets out a combination of focussed initiatives/actions that are directed
towards promoting walking in conjunction with education, retail and leisure, employment and
health, and a range of city wide policies that are required to bring about the “Visions” objective
of providing safe, people friendly streets.
It recognises that reliance on the car for many types of personal journeys is not always
sustainable, therefore good quality alternatives for certain key journey types must be developed
and promoted.
2.3
Sustainable Conditions
There are a number of good walking routes
Birmingham Greenway which links Watford Gap
route runs from northeast to southwest, through
and canals, including Sutton Park, Aston Park,
Lickey Hills.
in the Longbridge area which include the
in Staffordshire to Cofton Park. The 23 mile
parks and open spaces and alongside rivers
the Rea Valley, Bournville and the edge of
There are a number of walking initiatives in place such as Walk 2000 which promotes walking
for health in Birmingham. The three aims of the project are to way mark 2km walking routes in
parks and open spaces; provide walking group led by qualified ‘Walk Leaders’ and to train
people to become Walk Leaders on a nationally accredited course. Presently the nearest way
marked walking route is in Frankley but is hoped that in the future the routes will be included in
Longbridge.
There are good cycle links in the local area, with a combination of signed and surfaced off road
routes. In particular the Rea Valley Route (National Cycle Network 5) runs directly around the
vicinity of the site and provides a safe, attractive and largely traffic free link between
Birmingham and Kings Norton Park. A comprehensive summary of key roads and existing
facilities in the vicinity of Longbridge AAP is outlined in Table 2.1 overleaf.
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Table 2.1: Existing Pedestrian Facilities on Key Roads in Study Area
Crossing Facilities
Road Safety / Accident Data
Desire Lines
Overview
Desire lines lead from residential areas
around Longbridge Lane to the train station
and to bus stops on Longbridge Lane and
Bristol Road (A38). Desire lines also lead to
a number of schools nearby, including
Albert Bradbeer Junior & Infant Schools;
Cofton Primary School; St John Fisher's RC
Primary School; and St Columba's RC
Primary School. Other desire lines include
the shops on Longbridge Lane and Bristol
Road South (A38) particularly Morrison's
Superstore, leisure facilities in the Great
Park and recreational space in Cofton Park.
On street lighting is reasonable, signage is
poor and the pavements are narrow in parts.
It would be preferable for the crossings to
be Toucan, particularly the crossing outside
Longbridge Station which is directly in-line
with an advisory cycle route on Tessall
Lane.
Longbridge Lane
Crossing facilities are reasonable, with three Longbridge Lane is a busy road with a
pelican crossings in the following locations: 30mph speed limit and a poor safety record,
particularly near the junction of Bristol Road
Outside Longbridge Station.
(A38) and between the Station and
Near to Sunbury Road.
Near the Coombes Lane/Turves Green Coombes Lane. Recorded accident data
mini-roundabout.
shows over 25 slight accidents and 3
serious accidents.
Pedestrians can also cross at the junction
In addition there has been one fatality on
with the A38.
Bristol Road (A38) a short distance from the
Longbridge Lane junction.
Fairfield Grove/Thurlestone Road//Darmont Road/Edenhurst Road and Coombes Lane
No official crossing facilities.
Residential roads with a speed limit of
30mph and some road safety issues.
Recorded accident data shows 2 slight
accidents on Thurlestone Road near to
Longbridge Lane. 1 slight accident on
Dearmont Road.
2 serious accidents
occurred on Edenhurst Road, 1 at the busy
junction with Coombes Lane and Groveley
Lane.
There have been a cluster of
accidents on Groveley Lane near this
junction, 1 of them fatal. There have been a
number of accidents on Coombes Lane,
some serious.
Residential roads with wide pavements and
dropped kerbs. Unpleasant narrow alley
leading into Fairfield Road with lots of
graffiti.
Crossing is difficult in places,
particularly at the junctions of Edenhurst
Road, Coombes Lane and Groveley Lane.
Pedestrian facilities are reasonable along
these roads and could be improved by the
provision of safe crossing points such as
zebra crossings and traffic islands.
On street lighting is dated.
Groveley Lane
There are no official crossing facilities on Groveley Lane has a speed limit of 30mph
Groveley Lane.
but has an extremely poor safety record with
2 fatalities.
The scene of one of the
fatalities is next to the narrow bridge which
Groveley Lane is a wide and busy road, with
poor pedestrian crossing facilities. There
are narrow pavements in parts. At the
bridge, visibility is limited and the footpath
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Crossing Facilities
15
Desire Lines
has poor visibility and inadequate space for
pedestrians.
Serious accidents have
occurred near the roundabout with
Longbridge Lane and Cofton Road and the
junction of Edenhurst Road and Coombes
Lane.
Overview
only runs on one side of the road.
There is a wide junction as Groveley Lane
joins with Lowhill Lane.
On street lighting is good.
‘Slow traffic’ signage is reasonable but
destination signage is poor.
Additionally, to the Cofton Centre.
Lowhill Lane
There are no official crossing facilities on Lowhill Lane has a speed limit of 30mph.
Lowhill Lane.
Serious accident at the junction of Groveley
Lane and Lowhill Lane and a scattering of
A wide junction joining Lowhill Lane with
slight accidents, particularly at the junction
Lickey Road/Bristol Road South makes
with Lickey Road (A38).
pedestrian crossing difficult.
Lowhill Lane has wide footpaths but are of
poor quality. Scope to improve footpath and
cycle lane provision.
On-street lighting
improvement.
outdated
and
needs
Signage is poor.
Additionally, to the Cofton Centre.
Hollymoor Way and surrounding roads
There is a toucan crossing on Hollymoor Residential Roads with speed limit of Desire lines lead to the facilities in Great
Way as part of the Rea Valley Cycle Route. 30mph. There are no reported accidents on Park such as the Reaside Clinic, the UGC
Hollymoor way and surrounding roads.
Cinema, Hollywood Bowl, Premier Travel
Inn, Gala Bingo and Frankie & Bennies.
Also leads to the Rea Valley Route, shops
The cycle and pedestrian facilities are
excellent in this area of Longbridge and we
would like to see these facilities extended
throughout the rest of the site.
There are shared cycle and pedestrian
Faber Maunsell
Crossing Facilities
16
Desire Lines
Overview
and facilities on Bristol Road South such as routes with good signage.
Morrisons, the playing field and numerous
Street lighting is good and there are traffic
educational facilities.
calming measures in place on some roads.
Lickey Road/Bristol Road (A38 North of Lickey Road)
Four pelican crossings on Lickey Road/
Bristol Road (A38) in the following locations:
Near Toll House Drive
Outside St Columba's Primary School
next to Longbridge Island
Near to the Lickey Road/Groveley Lane
roundabout.
Lickey Road shortly after the roundabout
when approaching from Barnt Green
Road/Groveley Lane.
Lickey Road/Bristol Road (A38) is a key
arterial route with a 40mph speed limit. A
large number of accidents have occurred
around the junction with Bristol Road South
(A38). This is a very difficult crossing point
which could explain the high number of
accidents.
There has been one fatal
accident near the junction with Longbridge
Lane and two serious accidents. This is a
very busy part of the road.
Desire lines from residential estates on
Lickey Road lead to St Columba's Primary
School and Rednal Junior & Infants
Schools. Other desire lines lead to shops on
Bristol Road South (A38) including
Morrisons, leisure facilities in Great Park
and recreational space in Cofton Park.
Wide and busy road which consists of 4
lanes of traffic. Wide junction with Lowhill
Lane is difficult for pedestrians to cross.
There are a number of vehicle turning points
along the road which can cause an
additional hazard for pedestrians crossing.
The quality of footpaths is fairly poor with
In the opposite direction desire lines lead to uneven flagstones, and are narrow in
the Lickey Hills, including the Visitors places. There is a wide grass verge.
Centre, Billberry Hill Training Centre and
A number of kerbs are not dropped such as
Cofton Hackett.
on Toll House Road.
Footpaths are
cluttered in places due to signage and
bollards.
Bristol Road South (A38)
It is very difficult to cross the road around Bristol Road South (A38) is a key arterial
the Longbridge Island Roundabout as there route with a 40mph speed limit. Road safety
are no crossing facilities.
is relatively poor with a number of recorded
accidents. A cluster of slight accidents have
Crossing facilities along Bristol Road South
occurred around the junction of Longbridge
are infrequent considering the significance
Island. This area has already been identified
of the road, but where they do exist they are
as unpleasant for pedestrians and difficult to
adequate.
cross.
More serious accidents have
Desire lines lead to a number of education
establishments in the area, including St
Columba's Primary School, Rednal Junior &
Infants Schools, St James RC Primary
School, Colmers College, Colmers Farm
Junior & Infants Schools and the adjacent
playing field and sports pitch.
Very busy road which consists of 4 lanes of
fast moving traffic. Crossing facilities are
good in parts but in places the road remains
very difficult to cross safely.
There are good crossing facilities,
particularly outside Colmers School and
Leisure
Centre.
The
pedestrian
Desire lines also lead to shops on Bristol environment around Morrisons is good with
Faber Maunsell
Crossing Facilities
17
Desire Lines
There are a number of pelican crossings occurred further down Bristol Road South Road South including the Morrisons
further down Bristol Road South in the (A38) near to Ashill Road.
Superstore and facilities in Great Park
following locations:
including the Reaside Clinic, UGC Cinema,
Hollywood Bowl, Premier Travel Inn, Gala
Near Macdonalds.
Bingo and Frankie & Bennies Restaurant.
Outside Colmers College close to
Colmers Farm Infant and Junior Schools.
There is a comprehensive cycle network
Near to Morrisons Superstore.
nearby, the Rea Valley Millennium Route
and Route 5, which links other parts of the
site and should form the basis of routed
desire lines.
Overview
ramp access.
Pavements are mostly wide but could be
better maintained with more dropped kerbs,
especially considering the number of
nurseries in the immediate vicinity.
Street lighting is good and there are speed
cameras and warning signs along with
school signs and school flashing yellow
lights.
Parked cars on the pavements are
Other desire lines are to the Train Station on
obstructive to pedestrians and block the
Longbridge Lane and to bus routes on
throughway, as seen opposite McDonalds.
Bristol Road and Bristol Road South.
Tessall Lane
Extremely difficult for pedestrians to safely Tessall Lane has a modest accident history
cross the Tessall Lane/Bristol Road cross with 2 accidents at the junction with
roads.
Longbridge Lane.
The speed limit is
30mph.
Ideally pedestrians should be able to cross
the road directly, with signals stopping all
traffic allowing pedestrians to cross
diagonally, saving them negotiating both
Tessall Lane then Bristol Road.
There are no other pelican crossings on
Tessall Lane.
Ideally there should be a crossing at the
junction of Tessall Lane and Longbridge
Lane.
Desire lines lead to the Longbridge Station Tessall Lane is an extremely busy road and
and the facilities on Longbridge Lane.
is used as a rat run for cars wishing to
bypass part of Bristol Road.
Other desire lines lead to Bristol Road,
Great Park and surrounding facilities On the approach to Longbridge Lane the
including Morrisons, the UGC Cinema, road is cluttered with parked cars from
Hollywood Bowl, Gala Bingo and the Fitness people using the station.
Club.
The footpath is narrow along this section of
Desire lines also lead to the Rae Valley the road and the junction with Longbridge
Route towards Northfield Station and Great Lane is busy and difficult for cyclists and
Park.
pedestrians to cross. The Rea Valley Route
goes off road from Tessall Lane and the
route could be improved along this section
of road.
Street lighting is poor.
Faber Maunsell
18
2.4
Census data & Site Observations
The Census Data 2001 and site observations highlight a number of key issues regarding travel
characteristics in the Longbridge area which informs the pedestrian and cycling baseline
review. Further information is available in Section 9, but below is a key summary obtained from
the census survey.
It should be noted that the 2001 census data for the Longbridge area is based on presence of a
large local employer (MG Rover) which affects the travel characteristics of journeys to work. It is
acknowledged that since the closure of MG Rover journey to work characteristics in the
Longbridge area will have altered, however, it is considered that the 2001 Census data can
inform the development of transportation strategies.
2.4.1
2.4.2
Car Ownership
There is a higher than average proportion of households with no access to a car or van
compared to the national and regional statistics. A third of all households in Longbridge have
no access to a car or van, whilst 46% of households in Longbridge have access to one car or
van.
Travel Patterns
Of people who live and work in Longbridge only a third of people drive to work.
Of people who work in Longbridge and live elsewhere, nearly three quarters of people travel
to work as a car driver.
Walking trips account for 25% of journeys to work for people who live and work in
Longbridge.
Of people who live in Longbridge and work elsewhere, 22% of people travel by bus.
8% of journeys to work by people who work in Longbridge and live elsewhere are made by
bus.
1% of Longbridge residents cycle to work.
2.4.3
Pedestrians
Pedestrian activity is currently focused on the shops on Longbridge Lane near Longbridge
station and on Bristol Road South (A38) around Great Park.
The 'walking environment' is poor and could be enhanced to promote more walking in the
area.
Census 2001 results show that a quarter of people who lived and worked in Longbridge
walked to work – over double the national average.
The opportunity to create high quality and realistic pedestrian links is a fundamental
component of the AAP.
2.4.4
Cyclists
Journey to work data from 2001 shows only up to 1% of Longbridge residents cycle to work,
below the national average of 3%.
The area is linked to National Cycle Network (NCN) Route 5, but generally provision could be
improved and the environment for cyclists enhanced to promote more cycling.
The creation of a safe, realistic cycling alternative to the car is one of the main objectives of
the AAP Transport Strategy.
2.5
Summary
This section provides a summary of the baseline walking and cycling characteristics of the
Longbridge area which supports strategy development in the following chapters. It highlights
the potential of the Longbridge area and the opportunity for creating a vibrant and sustainable
local centre. Policy at a national, regional and local level, strongly support the need for
communities to be sustainable with excellent and integrated transport links. The needs of
pedestrians and cyclists are paramount.
In general, access to the Longbridge area by car and public transport is good. There are
multiple bus services around the area and a high frequency train service to Birmingham, and a
half hourly service to Redditch.
Whilst the area is connected with the National Cycle Network and there are other signed cycle
routes in the area, the general environment for both cyclists and pedestrians has scope for
improvement. The aim would be that by enhancing the environment, facilities and conditions for
pedestrians and cyclists, people would be more encouraged to travel by these modes of
transport.
3 Inter-Site Movement and Infrastructure
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3
Inter-Site Movement and
Infrastructure
3.1
Introduction
The purpose of this strategy is to establish a framework of access by non car modes of travel,
specifically where significant infrastructure is required. It should be noted that this approach
should not therefore limit site specific infrastructure and facilities in the wider area.
This section assesses options for future movements linking the proposed facilities that will be
developed as part of the Longbridge AAP to the wider area. It also focuses on the key access
points to the surrounding areas and connections to the inter-site movements as described in the
following sections. External site movements are assessed in the following Chapter.
As the internal layout of the site is yet to be determined, this section draws upon best practice
and provides guidance and recommendations into how pedestrians and cyclists need to be
catered for as the site develops.
3.2
Pedestrian & Cycle Movements Best Practice
The Department for Transport (DfT) has produced a note on Best Practice for Walking &
Cycling (2006). Within this guidance note, basic design requirements for pedestrian and cycling
infrastructure provision are identified. These are highlighted as five core principles which are
encouraged to be applied to pedestrian and cycling infrastructure in the UK which are
applicable to inter-site and external Longbridge AAP movements, these are as follows:
3.2.1
Convenience
Networks should allow people to take the route that they want, and new facilities should offer
a directness and/or reduced delay compared with existing provision.
Routes and key destinations should be appropriately signed and street names should be
clearly visible.
On street route maps would prove helpful at appropriate locations.
Published route maps available at a variety of sources.
Networks should be unimpeded by street furniture, pavement, parking, and other
obstructions which can be hazardous to visually impaired pedestrians.
There should be minimum delay for pedestrians and cyclists waiting at signalled crossings.
Networks should not face long detours.
Trip-end facilities should be clearly marked, conveniently located, and appropriate for the
length of stay.
3.2.2
Accessible
Networks should link key trip origins and destinations including public transport access
points.
Networks should be continuous and direct in terms of distance and journey times.
Appropriate provision for crossing busy roads and other barriers in urban and rural areas.
Where practical, all parts of each route should be situated on desire lines.
Networks should be provided through areas usually inaccessible to motor vehicles.
Maintenance of access for pedestrians and cyclists during road-work periods.
The needs of users with disabilities should be taken into consideration during the design
stage, including consultation with groups representing them.
3.2.3
Safe
Traffic volumes and speeds should be reduced where possible.
Opportunities for redistributing space within the highway should be fully explored including,
moving kerb-lines, street furniture, providing right turn refuges, or separating conflicting
movements by using traffic signals.
Surface defects should be treated immediately, vegetation should be regularly cut back to
preserve available width and sight lines.
Risk of crime must be reduced through the removal of hiding place, provision of lighting, and
presence of passive surveillance from neighbouring premises and other users.
Waiting rooms and cycle parking etc should be located where people feel safe.
Faber Maunsell
3.2.4
Comfortable
Networks should meet design standards for width, gradient, and surface quality.
Networks should cater for all types of user where appropriate.
Networks should remain well maintained and regularly swept, with gentle gradients.
Dropped kerbs and tactile paving needs to be implemented where appropriate to assist
users.
Seating at regular intervals is desirable to allow users to stop and rest.
Comfort is enhanced when users feel they are free from crime.
3.2.5
21
Attractive
Aesthetics, noise reduction, and integration with surrounding areas are important.
The network environment should be attractive, interesting, free from dog litter, dog mess, and
broken glass.
Providing users with the ability to stop for a rest or stop to look at a view makes for a more
pleasant environment.
Networks need to be designed well, finished in attractive materials so that people will want to
stop and spend some time there.
Surfaces, landscaping, street furniture must be well-maintained and regularly cleaned.
Based on this guidance, pedestrian and cycle movements including routes to schools,
employment sites, retail facilities, transport links, sport and leisure facilities and open space
should be prioritised. The focus should not be on vehicle movements but rather on creating a
quality environment for pedestrians and cyclists with the removal of barriers to allow safe, easy
and direct pedestrian routes where possible.
3.3
Access Points & Sustainable Gateways
Figure 3.1 shows the main access points into the proposed Longbridge development. (Note:
figure 3.1 also shows the main pedestrian and cycle corridors which are discussed in more
detail in section 4). Access locations have been chosen because they will link areas of the site
and connect with the existing network of pedestrian, cycle and public transport routes. They will
try to also match desire lines of residents, employees and visitors to the area. Consideration
has also been given to the proposed land use and how each area can be adequately served by
sustainable modes of transportation.
It is important to ensure that wherever possible access points are provided for the convenience
and ease of pedestrians and cyclists over vehicle access into the site. In addition at each of the
dedicated sustainable entrances into the site, distinctive gateways could be introduced to
provide identity to the Longbridge area and promote sustainable modes of transport.
3.3.1
Access point one – Longbridge Island / A38 providing access to the North and West Works
Access will be provided to the site on Bristol Road (A38) opposite Longbridge island near the
River Rea. Presently the A38 acts as a major barrier to the safe and free movement of
pedestrians and cyclists and divides the site. New infrastructure should allow more of the site
to be joined up in the key central area, which will include transport interchanges, residential and
employment land uses. With the new infrastructure, it is proposed that pedestrian and cycle
access from the where Longbridge Island Roundabout is currently located.
This access point will provide access for pedestrians and cyclists straight to the heart of the
Longbridge development, where the key facilities will possibly include:
Employment.
Campus facilities.
Transport Interchanges.
Park & Ride
Longbridge Station.
Longbridge Bus Interchange.
Residential development.
The access point will also connect to some key routes, as identified previously including the
Lickey Road and Frankley corridors.
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22
3.3.2
Access point two – Longbridge Lane/Transport Hub
A new access point will be provided to the North and South Works from Longbridge Lane close
to the bridge illustrated in Figure 3.1. The access point will provide direct access into the new
mixed residential and retail area in Longbridge from Nimmings Farm/Sunbury Road area.
Providing access from this point will greatly improve links into the site and provide non-car
based access to the proposed local centre, employment and education land uses. The access
will link external movements from the Transport Hub/Longbridge Rail Station and existing
residential areas east of the site and those approaching from the Groveley Lane direction.
3.3.3
Access point three – Parsonage Drive providing access to East Works
There is an obvious access point to the proposed employment, residential and open space in
the East Works via Parsonage Drive, shown in Figure 3.1. Parsonage Drive should be linked
through another preferred route option which is to provide designated cycle paths on Groveley
Lane / Lowhill Lane. Presently there are wide disused lay-by, remnants of the MG Rover
Factory, which should be transformed into wide, attractive and well linked cycle lanes.
3.3.4
Access point four – Site adjacent to Hollymoor Way providing access to West Works
A new access point will be provided to connect the proposed residential areas within West
Works with the existing residential areas and strategic links. At present there are good
pedestrian facilities in the newly built residential estates of Hollymoor Way etc, plus the Rea
Valley Millennium Route runs through this area linking Tessall Lane and providing a sustainable
route around the whole circumference of the site to the north and west.
3.3.5
Access point five – To the west end of the sustainable corridor to Frankley
This will be a new access point that provides a gateway to a sustainable corridor into the heart
of the Longbridge area along the Rover access road. The corridor will combine a high quality
bus corridor with a segregated footway / cycleway. Convenient and safe crossings points will
be provided to ensure that the bus service is fully accessible to pedestrian and residents either
side of the corridor.
3.3.6
Access point six – A38/ Longbridge Lane.
This will be a new access to serve the Regional Investment Site. This junction will be signal
controlled and will connect the Regional Investment Site with the wider pedestrian and cycle
facilities on A38 and Longbridge Lane.
3.3.7
Access point seven – Groveley Lane.
A new four arm roubndabout will be provided at the existing junction of Lowhill Lane with
Groevely Lane to provide access to serve the Cofton Centre.
Faber Maunsell
23
Table 3.1 summarises the access points.
Table 3.1: Summary of access points with access to facilities and connecting links
Access
Point
Description
1
Longbridge Island
/ Lickey Road
Roundabout
Longbridge Lane / Transport interchange, campus,
A38
heart of Longbridge; retail;
employment and residential
Longbridge Lane corridor
2
Parsonage Drive
Employment & residential areas to
the south of the area
Links to the north - Groveley Lane,
Lowhill Lane,
links through Cofton Park
Off Hollymoor
Way
Employment
Rea Valley Millennium Route
Rubery Lane
Sustainable corridor between
Frankley and centre of Longbridge
Sustainable corridor with bus way
Longbridge Lane
Employment – Regional Investment Longbridge Lane corridor, public
Site
transport hub
Groveley Lane
Employment - Cofton Centre
3
4
5
6
7
3.3.8
Providing access to facilities
Heart of Longbridge; transport
interchange; retail; residential;
employment; and campus
Links connected with Access Point
Lickey Road corridor
Sustainable corridor to Frankley
Wider residential roads
Internal Pedestrian facilities
Pedestrian facilities within the development will include:
Minimal pedestrian / vehicular conflict with pedestrians being accorded a high level of priority.
Pedestrians should not to have to cross more than two lanes of road without assistance of
controlled crossing facilities.
Surface level crossings always preferable where possible.
Parking on footways will be discouraged using promotional, physical and legal measures.
An environment that people deem as unsafe is a major deterrent to increasing walking.
Therefore any key desire lines should be lit and have good visibility on all pedestrian routes.
Pedestrian routes should not be channelled into restricted and concealed environments.
Installation of CCTV cameras would reassure pedestrians.
Reduced speeds or where physical calming is not appropriate would look to reduce speeds
through a combination of persuasion and enforcement. This could be through design and
promotional campaigns. The ability to introduce 20 mph zones should be considered.
Pedestrian and cycle movements within the site will broadly follow the desire lines specified in
Table 3.1.
3.4
Cycling facilities within the development:
Cycling facilities within the development will include:
The provision of convenient and secure cycle parking and changing facilities throughout the
site. Cycle storage facilities at Longbridge Station and proposed interchange.
Cycle parking will be provided in line with prevailing BCC parking standards. Current
standards, as shown in Table 3.2 below.
Cycle parking needs to be sited close to cyclist's destination.
Cycle parking must be well lit and covered by natural surveillance and CCTV.
Cycle storage in residential and employment areas should be within a covered, lockable and
enclosed.
Short stay parking, e.g. for visitors of shoppers, should be located as near as possible to the
main entrance of buildings.
Reduce vehicle speeds where appropriate to improve environment for cyclists, through
infrastructure improvements.
Junction treatment and traffic management such as contra-flow cycle lanes where
appropriate.
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24
Table 3.2: Cycle Parking Standards
Land Use
Standard
2
2
1 space per 100m for developments < 1000m
Retail
2
2
1 space per 400m for developments > 1000m
2
2
1 space per 100m for developments < 1000m
Employment
2
2
1 space per 400m for developments > 1000m
1 space per 4 staff/students
Education
Or 1 space per 100 m2
Leisure
1 space per 10 customers
Residential
1 space for residents without car park provision
Source: BCC Draft Supplementary Guidance for Cycle Parking
These cycle parking standards should be considered as a minimum level of provision.
Additionally, the provision should reflect the demand for cycle parking in line with the findings
set out in the Travel Demand Report
4 External Movement and Infrastructure
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26
4
External Movement and
Infrastructure
4.1
Introduction
This section will assess the options to link the AAP area with key facilities/destinations in the
surrounding region and access points as described in the previous Section.
As discussed in Section 2.2, the PPG13 advocates that walking is the most important mode of
travel at the local level and offers the greatest potential to replace short car trip, particularly
those under 2 kilometres. Additionally, cycling has the greatest potential to replace car trips for
journeys under 5 kilometres. The strategy for walking and cycling is based on these key
thresholds, which are shown graphically on Figure 4.1.
4.2
Key Corridors
Six main corridors have been identified to maximise the permeability of direct pedestrian and
cycle facilities into the Longbridge area. These are shown as A-G on Figure 3.1 and are
discussed in greater detail below.
4.2.1
A – Lickey Road /Lowhill Lane (South)
A preferred option is to provide a dedicated pedestrian and cycle corridor along Lickey Road
running directly into the site. Currently Lickey Road is a dual carriageway with a large and
pleasant central reservation. There are several options for the future development of dedicated
pedestrian / cycle corridor along this route.
Options considered include:
To utilise the central reservation as a segregated footpath / cycle path.
A more traditional approach with dedicated cycleway / footway on each side of the
carriageway. If necessary Lickey Road could be reduced to a single carriageway in both
directions. However, there is an amount of on street parking on Lickey Road that needs to
be maintained and would therefore restrict the ability to reduce the carriageway width.
Reduce Lickey Road to a single carriageway in the northbound direction and utilise the
existing southbound carriageway as a dedicated sustainable corridor for pedestrians and
cyclists only. However, the width of the northbound carriageway is not sufficient to
accommodate a single lane two way traffic flow.
Enhance existing footways – resurface and widen where possible. This is the most viable
and practical way to accommodate pedestrians and cyclists.
Lowhill Lane will also form a main part of the south - southwest corridor. This corridor will
extend southwards towards the south access point at Parsonage Drive. Links should be
provided through Cofton Park with appropriate crossing facilities including a crossing on
Groveley Lane linking Parsonage Drive with Cofton Park.
4.2.2
B – Thurlestone Road / Groveley Lane (South - Southeast)
This will be an important route linking Longbridge Lane to the south of the site along Fairfield
Grove / Thurlestone Road / Fountain Close. The link from the station is disjointed and via a
lane which has an unpleasant environment, poorly lit with lots of graffiti.
The route from Fountain Close to Groveley Lane is currently via a right of way. This is secluded
and unpleasant route. This area could be opened up to become part of the designated route,
linking Longbridge Lane via residential streets to Groveley Lane.
Groveley Lane is an important route which currently has relatively poor provision for
pedestrians and cyclists. The site is severed by the railway line in a north to south direction and
there are only currently two crossing locations. The railway bridge along Groveley Lane to the
south of the site provides the only crossing in this area.
Faber Maunsell
27
The preferred option to improve this link is to widen the bridge to provide two-way traffic
movements and high quality pedestrian/cycleway in both directions or to provide a free standing
pedestrian and cycle bridge adjacent to the existing bridge and close the existing footway.
4.2.3
C – Longbridge Lane (East)
There are currently limited facilities for pedestrians along Longbridge Lane. Within the
immediate vicinity of the Longbridge site, dedicated provision for cyclists and pedestrians needs
to be included to ensure there are sustainable links to the extensive residential areas to the
east. The cycling and walking facilities will be upgraded as part of the infrastructure
improvements to Longbridge Lane. These improvements need to be linked to the proposed
transport hub to ensure maximum accessibility to public transport.
4.2.4
D – River Rea Route (North)
There is an existing dedicated cycleway to the north that follows Tessall Lane for a short
distance and then joins the River Rea. The route is a high quality route and links the AAP with
destinations north of the corridor, such Northfield Local Centre and Birmingham University.
4.2.5
E – Tessall Lane (North - Northwest)
Tessall Lane provides access to Longbridge Station and the residential areas northwest of the
site near Hollymoor Way. There are safety concerns due to poor crossing facilities as Tessall
Lane crosses the A38 Bristol Road. The crossing facilities will be upgraded to provide
controlled crossing facilities. To the south of A38, Tessall Lane provides access to Longbridge
Station. It is proposed to provide a contra flow cycle lane along the one way length of Tessall
Lane.
4.2.6
F – Frankley Bus-Way (West)
As part of the proposed dedicated bus-way to Frankley, it is proposed that a new high quality
segregated footway and cycleway is provided along the entire length.
4.2.7
G – A38 (north and south)
The A38 to the north and south of the AAP will continue to provide key links to the wider
pedestrian and cycle infrastructure.
4.3
Other Facilities
A number of other pedestrian and cycle facilities in the wider walking and cycling catchments as
indicated in Figure 4.1 will be provided as part of the AAP. These include, but are not limited to
the following:
•
Controlled pedestrian crossing facilities at all new signal controlled junctions, including
the access junctions
•
Additional pedestrian and cycle crossings will be provided on key pedestrian and cycle
desire lines. These will be identified at the masterplan for the AAP is developed.
•
Key destinations with and adjacent to the AAP will be signed for pedestrians and
cyclists. This will include facilities such as the local centre, transport hub, station and
the Heritage Centre.
•
The condition of the footways in and around the AAP will be reviewed as part of the
implementation of the AAP. Resurfacing and widening of existing facilities will be
undertaken where possible.
5 Summary of Pedestrian and Cycle
Proposals
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29
5
Summary of Pedestrian and Cycle
Proposals
5.1
Introduction
The overarching aim of the transport strategy is to minimise car journeys and ensure that
sustainable modes of travel are the modes of choice. Consequently, future transport provision
within the Longbridge area will be designed with this in mind, resulting in a movement hierarchy
that places pedestrian and cycling movements at the top.
This section provides an overview of the key future pedestrian and cycle transport movements,
desire lines and priorities in Longbridge and the immediate vicinity, giving details of key roads in
the area. Table 5.1 outlines a series of proposals.
Table 5.1: Proposals
Location
Longbridge Lane
Fairfield Grove /
Thurlestone Road /
Dearmont Road /
Edenhurst Road &
Coombes Lane
Groveley Lane
Low Hill Lane
Hollymoor Way &
Surrounding Roads
Lickey Road / Bristol
Road (A38)
Proposal
Sustainable Gateway with improved train and bus facilities and Strategic
P&R all directly linked
Optimum means of integrating the transport hub to the development
without compromising highway capacity
Provision for pedestrians and cyclists, removal of barriers to their
movement
Importance of existing toucan crossing outside Longbridge Station
Cycle path linked to Lickey Road designated pedestrian and cycle corridor
and Coombes Lane cycle path
Signage indicating routes to Lickey Road designated pedestrian and cycle
corridor and beyond to the Bristol Road South designated pedestrian and
cycle corridor linking to Great Park facilities.
Signage indicating routes to Fairfield Grove / Thurlestone Road and
Coombes Lane
Re-surface footways
Street lighting and CCTV where appropriate.
Improved route from Longbridge Station / Sustainable Gateway
particularly the environment of the alleyway leading to Fairfield Grove
Improved route from Fountain Close to Groveley Lane making the path
less secluded by clearing and widening route and improving the general
environment
Highly visible signage linking routes to Longbridge Station / P&R /
Sustainable Gateway Area / Groveley Lane and Lowhill Lane, showing
walking times and cycle distances
Cycle path on Coombes Lane linking with path on Longbridge Lane and
Groveley Lane
Footpath widened;
Potential for a new bridge over the railway to accommodate pedestrians
and cyclists
Cycle path linking with Coombes Lane and Lowhill Lane routes
New crossing facilities on key desire lines, including a controlled crossing
to link Cofton Park with Parsonage Drive
Traffic calming measures
Signing strategy showing key destinations
Cycle path in the existing lay-by space linked to Groveley Lane cycle path
and Lickey Road designated cycle and pedestrian corridor
Improved and updated street lighting where appropriate
Extension of NCN 5/ River Rea Route;
Improved and updated street lighting where appropriate
New crossing facilities on key desire lines
Pedestrian and cycle corridor running from Groveley Lane and leading
into a pedestrianised section of the site as a result of the new link road
Linked directly to Bristol Road designated cycle and pedestrian corridor;
Faber Maunsell
Location
Bristol Road South
(A38)
Tessall Lane
Wider Area
30
Proposal
Crossing facilities on key desire lines including crossing facilities at new
signal controlled junctions on A38 and Lickey Road
Designated pedestrian and cycle corridor, joined to Lickey Road
designated corridor
Crossing facilities on key desire lines including crossing facilities at new
signal controlled junctions on A38
Greater integration with NCN 5 / Rea Valley Route
Improvement to crossing facilities at the Tessall Lane / Bristol Road (A38)
cross roads
Improvement to crossing at junction with Longbridge Lane;
Removal of parked cars using station so that more road space can be
allocated to pedestrians and cyclists;
Provision of a contra flow cycle land on Tessall Lane between its junction
with Kemshead Avenue and Longbridge Lane
Provision of pedestrian and cycle crossings on key desire lines
Resurfacing and improvements of footways where possible
Signing strategy for pedestrians and cyclists
The proposals outlined above in Table 5.1 and any developed in the wider catchment will be
funded through Section 278 Agreements. It is envisaged that the bulk of proposals outlined in
Table 5.1 will be delivered as part of wider proposals outlined in the Infrastructure Report.
Other works within the wider area will be delivered through separate Section 278 Agreements
and the developments within the AAP will make a contribution of up to £500,000 for these
works.
6 Public Transport Strategy
Faber Maunsell
6
Public Transport Strategy
6.1
Introduction
32
The TMS considers all modes of travel and therefore in order to provide a complete picture of
non car modes of travel, the key proposals from the Bus Strategy Report and Rail Strategy
Report, which should be read in conjunction with this report, are summarised below.
6.2
Bus Strategy
The proposals set out below are based on discussions held with Travel West Midlands, bus
network review and design by Reasalutions, and also incorporate the thoughts and aspirations
of WCC with regard to cross-boundary services to the south of Longbridge.
6.2.1
Objectives
In considering the implications of the AAP objectives, the following more specific public
transport objectives have been developed. These have been used to assess options for the
improvement of public transport for the Longbridge development area.
1. To seek to improve accessibility by public transport from the wider area to Longbridge.
2. To seek to improve accessibility by public transport from the local residential areas to
Longbridge, Birmingham city centre and other major employment locations.
3. To seek to provide a significant improvement in the opportunity for transport interchange at
Longbridge Station.
4. To ensure the proposals are achievable and deliverable within the time horizons of the
AAP.
5. To ensure that the proposals are supported by the stakeholders who will be required to
deliver any improvements.
6. To ensure that the proposals are costed and deliverable within likely budget constraints.
7. To help meet the AAP mode share targets.
The following paragraphs set out the proposed bus strategy for the AAP area.
The proposals set out below are based on discussions held with Travel West Midlands, bus
network review and design by Reasalutions, and also incorporate the thoughts and aspirations
of WCC with regard to cross-boundary services to the south of Longbridge.
6.2.2
Bus Network Re-Modelling (Existing Services)
It is proposed that the core network of Travel West Midlands routes be altered to provide
improved services to the Longbridge site from the west (Rubery and Frankley) and from the
east (Kings Norton and West Heath). Bus service provision to the Longbridge Transport Hub
from the North Worcestershire area would also increase connections to Barnt Green rail station
and to Rubery Great Park. This will enable the core routes to better serve Longbridge but still
provide local links to estates where the service has been altered.
In terms of frequency of services, these would generally remain as at present but these could
be increased to meet demand as and when necessary. Some key services are proposed for
increased frequency with support from the development in order to meet mode share targets. It
would not be feasible to increase the frequencies of all routes in the short term. The following
changes are recommended for the core services in the Longbridge area:
Route 44 – maintain a 30 minute frequency and reconfigure the route
Route 45 – maintain a 30 minute frequency and extend the route to serve the Longbridge
Transport Hub
Faber Maunsell
33
Route 47 – maintain current frequency and terminate the route at Turves Green (Groveley
Lane)
Route 49 – This service would remain unchanged in terms of route and frequency.
Route 61 – maintain current frequency and extend the route to serve the Longbridge Transport
Hub.
Route 62 – This service would be reduced to operate at peak hours only.
Route 63 – Increased in frequency to operate every 10 minutes (to cover the reduction in
operating period of service 62) and extend the route to Gannow.
Route 64 – Reroute to serve the Longbridge Transport Hub,
Route 86 – Reroute to serve the Longbridge Transport Hub
Route 144 – This would be rerouted to serve the Longbridge Transport Hub, utilising
Longbridge Lane and the busway through the local (district) centre.
Route 145 – Enhance frequency and reconfigure route via Lowhill Lane and Lickey Road
Route 202 – Enhance frequency and divert route to serve the Transport Hub
Route 203 – This new route would operate from Barnt Green to Rubery, Waseley Hills,
Frankley and the local (district) centre via the new busway through the West works.
Route 627 –Reroute to serve the Longbridge Transport Hub
6.2.3
Frankley – Longbridge Rail Connection Service
It is recommended that a high quality Rail Connection Bus between Frankley and the
Longbridge Hub, operating on a 30 minute frequency in the first instance, be provided and that
the frequency be improved over time as patronage grows. Evening and Sunday services
should be provided on an hourly headway. This would be subject to review as development
phases are taken forward and patronage grows.
6.2.4
Buzz Bus (Shuttle Bus Services)
The Buzz Bus services would support the enhancements to the bus network set out above. It is
potentially a developer-led initiative that would require funding in the short to medium term. The
routing of potential shuttle services would need to be informed by the phasing of the
development, and could be implemented as a possible infill service whilst other transport
initiatives / infrastructure schemes are being developed.
The Buzz Bus is anticipated to run on a similar service alignment as the rail connection service
proposal above, but with a higher service frequency. The Buzz Bus service would also support
additional bus trips to / from the development site, supporting the development’s mode transfer
target.
6.2.5
Summary of Bus Service Proposals
This section provides a summary of the changes in local links to the Longbridge Transport Hub,
as there are a number of service improvements which will occur over the three phases of
development. It is envisaged that funding will be required to support the re-modelling of the
existing bus network to serve the development, particularly in relation to cross-boundary bus
services, the Buzz Bus and Frankley – Longbridge rail connection service. Table 6.1 details
these frequency improvements in the daytime and Table 6.2 details these improvements to
evening/Sunday frequencies.
Faber Maunsell
34
Table 6.1: Daytime Bus Service Frequency increases to Longbridge Transport Hub
(including Buzz Bus Service)
Area
From Frankley and Rubery
From Northfield
From West Heath and Kings
Norton
From Cofton Hackett
From Barnt Green
From Bromsgrove *
Current Daytime
Service level
Short term Future
Service level
Long term Future
Service level
4 buses per hr
12 buses per hr
25 buses per hr
23 buses per hr
23 buses per hr
11 buses per hr
11 buses per hr
3 buses per hr
7 buses per hr
0 buses per hr
2 buses per hr
2 buses per hr
0 buses per hr *
7 buses per hr *
7 buses per hr *
£
19 buses per hr
3 buses per hr
0 buses per hr
+
+
Service 47 serves Cofton Hackett with 7 buses per hour during the peaks but does not serve the hub,
only Turves Green.
* Services 64 and 144 do not serve the hub at present but would be likely to be re-routed to serve it in
future.
£
Only 3 per hour actually pass Longbridge station at present, all other services stop on Bristol Road or
Turves Green/Coombes Lane
(Source: Faber Maunsell 2007)
Table 6.2: Evening/Sunday Bus Service Frequency increases to Longbridge Transport
Hub (including Buzz Bus Service)
Area
From Frankley and Rubery
Current
Evening/Sunday
Service level
1 bus per hr
Short term Future
Evening/ Sunday
Service level
6 buses per hr
#
Long term Future
Evening/ Sunday
Service level
8 buses per hr
#
5 buses per hr £
9 buses per hr
9 buses per hr
1 bus per hr
3 buses per hr
3 buses per hr
0 buses per hr +
4 buses per hr #
6 buses per hr #
From Barnt Green
0 buses per hr
1 bus per hr *
1 bus per hr *
From Bromsgrove
0 buses per hr
1-4 buses per hr *
1-4 buses per hr *
From Northfield
From West Heath and Kings
Norton
From Cofton Hackett
#
Buzz Bus Routes 1 and 2 have been assumed to operate at reduced frequencies in evenings and
Sundays, every 30 minutes.
+
th
Service 47 does not serve Cofton Hackett in the evenings at present but will do so from 30 March 2008
but will only serve Turves Green, not the Transport Hub.
* Services 145, 202 and 203 would be likely to operate an evening service but the frequency is not known
£
Only 1 per hour actually pass Longbridge station at present, all other services stop on Bristol Road or
Turves Green/Coombes Lane
Faber Maunsell
Figure 6.1: Bus Service Network – Future Service Network
35
Faber Maunsell
Figure 6.2: Bus Service Network - Future Wider Service Network
Source: Faber Maunsell 2007
36
Faber Maunsell
6.3
Proposed Infrastructure Provision
37
A package of infrastructure improvements will be developed alongside proposed changes to
bus services. These improvements will be implemented alongside a wider programme of
infrastructure works on the highway network, as discussed in the Longbridge AAP Infrastructure
Report. The proposals will seek to compliment the bus network re-modelling and improvements
to the overall quality of the public transport offer to serve the development and in the wider
area, for example, through improvements to bus stop waiting environments and improvements
to bus journey times and reliability.
The package of infrastructure proposals outlined below will be primarily funded through the
development, although it is envisaged that committed public sector funding for certain proposals
would be used in tandem to take proposals forward.
6.3.1
Busway through the Development Site
A segregated busway will be provided through the site at street level through the north of the
development site from Longbridge Lane to the A38 Bristol Road as a bus-only street (shared
with cyclists and pedestrians). The busway would then continue as a bus-only street until it
joins the internal road system in the western side of the development where it would link to
Rubery Lane. The exact alignment of the busway is yet to be defined, with discussions with the
developer supporting the view that it will follow the general alignment of the Frankley Branch rail
line, at grade through the development. One possible option for the busway is shown in Figure
6.3, although other alignments will be assessed.
Figure 6.3: Busway Alignment Concept
Crown Copyright Licence 100017358 (2008)
Traffic management measures will be required to ensure that priority is given to buses using the
busway, specifically in crossing the A38. This will be important to its attractiveness to bus
operators and passengers. The introduction of a busway to the Longbridge area will help to
provide a fast frequent and reliable service to the Longbridge development site and the railway
station from the Frankley and Rubery areas. This will positively impact on the accessibility of
the area.
6.3.2
Longbridge Transport Hub
The Longbridge AAP Preferred Options Report has been discussed with all stakeholders and it
is clear that the public transport strategies must be supported by an integrated public transport
Faber Maunsell
38
hub, permitting easy interchange between bus services and between bus and rail services and
catering for increased person movements as a result of the development proposals.
The current draft design for the proposed Transport Hub has been prepared for Centro-WMPTA
and is set out in the Bus Strategy. The Hub includes:
6.3.3
•
taxi bays
•
“Kiss and Ride” bays (where drivers stop for a few seconds to pick up or drop off
passengers).
•
New bus stops
•
Relocation of the existing pedestrian crossing
•
Carriageway widening for these works will be required, including extensive earthworks
and embankment.
Improved Bus Stop Infrastructure throughout the Area
It is recommended that bus stop infrastructure on the routes which directly serve the
Longbridge development area be upgraded to a high standard where appropriate. This will
include new poles, flags, shelters, timetable information, Real Time Information on enabled key
routes and improved bus boarding facilities. The cost of bus stop up-grades will largely be met
through the development contributions and will complement a wider programme of upgrades
being undertaken through the public sector.
6.3.4
Wider Bus Infrastructure Works
A package of wider bus infrastructure measures will be delivered in the wider network to deliver
improved bus service reliability and journey times on routes serving the development. These
works will be taken forward at key ‘hotspot’ locations to be determined in partnership with local
authorities, Centro and bus operators.
6.3.5
Marketing and Promotion
A key element of the bus strategy will be the provision of marketing and promotional information
to both existing and new users at an early stage. Funding towards these activities would largely
be provided through the development.
The focus of marketing and promotion activities in relation to the bus strategy will centre on
Workplace and Residential Travel Plans. Activities to be undertaken would be phased in two
stages as follows:
6.3.6
Summary
The recommended Bus Strategy proposals seek to provide a re-modelled high quality bus
network which supports the development of the Longbridge AAP and provides ancillary benefits
to existing users. The proposals will provide levels of service which cater for forecast base and
mode shift assumptions regarding the number of bus passengers from the development.
The delivery of these measures will require significant investment as part of the Longbridge
AAP and partnership working between local authorities, Centro, bus operators and
development partners.
6.4
Rail Strategy
The rail strategy is set out in the Rail Strategy Report and is summarised in the following
paragraphs.
The service options and associated infrastructure are linked into packages and the most
appropriate operational and performance package of measures is proposed. These are defined
into both short and long term options, where applicable.
The timescales in Table 6.3 are related to the timescales in Network Rail’s Strategic Business
Plan. In this case, short term relates to the period up to 2014 (Control Period 4); long term
relates to 2014-2019 (CP5); and ‘After CP5’ relates to post 2019 (CP6 or later). However,
these are not fixed parameters and may alter as the developments come on stream and
Network Rail develops the rail infrastructure proposals.
Faber Maunsell
39
6.4.1
Preferred Options
The conclusions of the option assessment are shown in Table 6.3.
Table 6.3: Analysis of Options and Proposed Delivery Plan
Rail Infrastructure
Requirements
Short Term
Long Term
Local Rail Service Option 1
Extension of Cross City south
services to 3tph to/from Redditch
and 3tph to/from Bromsgrove
Partial double tracking of
Redditch line
Relocation of Bromsgrove station
Electrification of Bromsgrove line
Redditch
Line
Bromsgrove
Line
Local Rail Service Option 2:
services to 2tph to/from Frankley,
2tph to/from Bromsgrove and
retaining 2tph to/from Redditch
Electrification of the line to
Bromsgrove
Frankley Branch Line Extension
Not
recommended
Not
recommended
Local Rail Service Option 3:
services to 3tph to/ from Redditch
and 3tph to/from Frankley
Partial double tracking of
Redditch line
Frankley Branch Line Extension
Not
recommended
Not
recommended
Subject to TOC
Subject to TOC
and NR
support
and NR
support
Options
Rail Service Options
Regional Rail Service Stopping Pattern Options
Stopping all Cardiff trains at
Bromsgrove Station (but not at
Longbridge Station)
Relocation of Bromsgrove
Station
Stopping Hereford trains at
Bromsgrove and Longbridge stations
Revised signalling and
crossovers at Longbridge
After CP5
Stopping Cardiff and Hereford trains
at Bromsgrove and Longbridge
stations
Revised signalling and
After CP5
Longbridge Station Options
Longbridge station improvements
(‘Do Minimum’)
Relocation of Longbridge station and
platforms
Relocation of Longbridge station
entrance
Major revisions to signalling and
After CP5
-
Not
recommended
Longbridge Park & Ride car park –
1000 spaces north side of
Longbridge Lane (‘Do Minimum’)
-
Subject to DfT
funding
Longbridge Park & Ride car park –
share of 2500 spaces south side of
Longbridge Lane
-
Not
recommended
Rail Park & Ride Options
After CP5
6.4.2
Short-Term Proposals (CP4: 2009-2014)
The current Cross City Line service consists of a 10 minute frequency service between
Birmingham and Longbridge, with two per hour extending to/from Redditch, and four
terminating at Longbridge. The peak services to/from Redditch are the busiest anywhere in the
West Midlands, but the service frequency is restricted to every 30 minutes due to the single
track on the line between Barnt Green and Redditch. As these trains are 6 car trains operating
at capacity, they are unable to take any significant further growth, and it is not possible to
extend them to 9 cars without rebuilding many of the stations on the Cross City Line. It is
therefore necessary to spread the Redditch demand across more trains by increasing the
service frequency to every 20 minutes, which is also more appropriate for a town the size of
Redditch. This will require infrastructure investment on the Redditch branch, and this forms
Faber Maunsell
40
part of Network Rail's Strategic Business Plan for 2009-14 with an estimated 2011 proposed
implementation date. The estimated costs of these infrastructure works is in the order of £5 £10 million.
Network Rail are currently planning to build a new station to serve Bromsgrove in 2009 to
replace the current limited facility that has been overwhelmed by the level of growth seen
following the recent expansion of the town. The station will include longer platforms and a 300+
space car park. The estimated costs of the new station at Bromsgrove are between £10 and
£15 million. However, the current regional services calling at the station are likely to struggle to
accommodate the demand generated by the new station. Network Rail has therefore included
the electrification of the route between Barnt Green and Bromsgrove in their Strategic Business
Plan to allow Cross City services to be extended which will cost between £15 and £20 million.
It is anticipated that implementation of these works will commence from 2014.
The provision of a 20 minute service to both Bromsgrove and Redditch, coupled with 6 car
operation, the Park and Ride at Longbridge and the upgrading of Longbridge station will
transform the overall service offer on the Cross City line, as well as significantly improving
access to the Longbridge site from Worcestershire. The cost of upgrading Longbridge Station
is in the order of between £1 and £2 million, works in relation to the wider transport hub are in
the order of £2.8 million. This strategy is widely supported by all key stakeholders and funding
is available to take forward the package of measures. However, the strategy is not compatible
with operating a service to Frankley, and hence the proposal of a high-quality bus link from
Frankley to Longbridge station to connect into the rail service is seen as the preferred option.
The short term proposals include the option of stopping all the Cardiff trains at the new
Bromsgrove station. This would provide additional services for passengers from Bromsgrove
into Birmingham city centre and would provide an interchange possibility at Bromsgrove for
passengers wishing to access Longbridge via the Cross City line.
The Rail Strategy recognises that the if delivery of the above package is delayed there may be
a need to bring forward re-signalling and track works at the current Longbridge Station to
facilitate services from Hereford and Cardiff, which provide important links to Worcestershire, to
serve the development. The cost of these works is estimated to be in the order of £2 - 4 million.
6.4.3
Long-Term Proposals (CP5: 2014-2019)
The long-term proposals involve the continuation of the service alterations as discussed in the
short-term proposals above to provide higher service frequencies to/from both Redditch and
Bromsgrove.
6.4.4
Proposals outside AAP timescale (post CP5)
Long-term proposals which are unlikely to be deliverable within the AAP timescales include the
aspiration to relocate the station to the south of Longbridge Lane. This would provide a more
efficient facility allowing easier interchange between services including additional platforms for
the fast services.
Relocating the station may result in the possibility of stopping all Hereford and Cardiff trains at
both Bromsgrove and Longbridge stations, providing improved accessibility for the wider area
and the Central Technology Belt into Longbridge development area and the local (district)
centre. If the station is relocated, re-signalling and crossovers at Longbridge station would be
required, further long term aspirations which are not required in the short term. The
construction of Longbridge Park and Ride car park south of Longbridge Lane, with 2,500
spaces, is also unlikely to be deliverable within the timescale constraints of the AAP.
6.4.5
Funding
It is envisaged that the majority of the Rail Strategy outlined above will be funded through
committed programmes of work to be undertaken by Network Rail and Centro. It is however
acknowledged that funding through the development will be required to take forward proposals
in relation to Longbridge Rail Station, Longbridge Transport Hub, Longbridge track and
signalling works and contributions to the wider package of proposals. As such, the Section 106
agreement in relation to the rail infrastructure works will total £5m. A Section 278 agreement in
relation to the Longbridge Transport Hub will total £2.8m, this will cover works within the
highway boundary and complements improvements to Longbridge Rail Station.
Faber Maunsell
41
7 Car Parking Strategy
Faber Maunsell
7
Car Parking Strategy
7.1
Introduction
The aims of the TMS have been stated clearly – to promote and encourage sustainable travel
behaviour. However, it is imperative that this is supported by an appropriate policy regarding
car parking across the local area.
7.2
Methods of car parking management
There are many different forms of car parking management policies which can be adopted, and
these include the following:
43
Restricting the number of car parking spaces available.
Permit systems.
Charging for car parking.
Allocation of car priority spaces.
Making cash payments to those who do not use the car parks.
A rota system for allowing people to park.
A combination of these methods can be used as necessary. Broadly these sit into three
categories, and are discussed below:
Restricting the amount of parking spaces available.
Permit system.
Fiscal measures.
7.2.1
Restricting the amount of parking spaces available
It is proposed that there will be control on the number of parking spaces available for all
proposed land uses. It will be necessary to ensure there is the right balance of providing
parking spaces, shared where possible and not too few to detract from the facilities at
Longbridge and/or place pressure on the immediate surrounding areas. However, the provision
(or lack of) of a parking space at the trip end plays a critical role in mode choice.
7.2.2
Permit system
Permit systems vary in nature but have the objective of controlling those who park on any site.
It is recommended every vehicle parked on the site would need to be registered with a permit
system. Depending on the nature of the system, this could be providing people with a badge to
display in their window, or an automatic vehicle recognition system that only allows registered
users into a car park.
7.2.3
Fiscal measures
These measures will either involve providing a financial incentive for people not to park, or a
financial disincentive if they choose to park.
Options include:
Annual charge for a parking permit.
Parking charges that are 'pay as you go' rather than paying up front – if someone has paid
for an annual parking permit, then there is no benefit from not parking on any given day.
People entitled to priority car parking spaces, would be exempt from any charges.
Pay a parking bonus annually that reduces each time someone uses the car park.
It is proposed that a fiscal measure will be implemented to encourage non car modes of travel,
in line with the objective of this TMS.
7.3
On Street Parking
In order for the parking management regime (and mode shift initiatives) to be effective, there
may be a need to restrict on street parking within and adjacent to the AAP. This would reduce
the ability for non residents to park on street. A Controlled Parking Zone (CPZ) could be
Faber Maunsell
44
implemented, which would allow private residential parking and restrict non residential parking.
Any residential parking would need to controlled through a permit scheme and be enforced by
Birmingham City Council.
7.4
Birmingham Car Parking Standards
The West Midlands Local Transport Plan recognises that parking is a key factor in influencing
peoples' choice of travel mode to a destination. The Metropolitan area has jointly agreed the
following parking policies:
Continue to restrict long-stay public space to encourage the use of public transport where it
is, or can be made, attractive.
Continue to maintain sufficient short-stay spaces to ensure that each centre remains
attractive to shoppers, businesses and visitors.
Continue to price all Council operational spaces accordingly, ensuring that no-one centre is
significantly disadvantaged by such pricing mechanisms.
Provide within resource allocations, for improved quality through security, ease of pedestrian
access and user-friendly payment mechanisms to meet consumer needs.
Continue to use P&R opportunities on the public transport system where they can make a
positive contribution to reducing the need for scarce central area space.
Overall, the emphasis is on supporting short stay car parking for shoppers and visitors to
promote the attractiveness of a centre to support the local centres/districts economic vitality.
However, the policy aims to make parking less attractive for long stay people, i.e. commuters to
encourage them to use alternative modes of transport.
In working towards managing parking facilities, BCC has produced draft supplementary
guidelines for car parking provision which are shown in Table 7.1. Whilst the standards are yet
to be adopted, they are currently being used for development control purposes and are
therefore relevant for use here.
Table 7.1: Draft BCC Parking Standards
Maximum Standards
Land Use
Area 2 (within 500m of
Longbridge Station)
Area 3
Average of 1.5 spaces
per dwelling
Average of 2 spaces per
dwelling
Convenience Retail
1 space per 21 sqm
1 space per 14 sqm
Comparison Retail
1 space per 30 sqm
1 space per 20 sqm
Offices
1 space per 45 sqm
1 space per 30 sqm
General Industry and Warehousing
1space per 90 sqm
1space per 60 sqm
1 space per 3 staff and 1
space per 22.5 students
1 space per 2 staff and 1
space per 15 students
Public Houses
1 space per 7 sqm
drinking area
1 space per 4.5 sqm
drinking area
Sports and Fitness
1 space per 33 sqm
1 space per 22 sqm
Residential
Further Education
Source: BCC
The above maximum guidance is considered suitable for developing a car parking strategy for
the Longbridge area and can be used in conjunction with the actual forecast demand for car
journeys into Longbridge and the target modal shares.
The distribution of parking spaces across the AAP area should seek to provide sufficient
allocation for each development site and shared where practical.
Faber Maunsell
45
7.5
Other Considerations
7.5.1
Disabled/Parent & Child Parking
Parent & Child parking and Disabled spaces as part of the AAP. It is good practice to provide
Parent and Child spaces in public car parks and retail developments. The supply of parent and
child spaces will be determined as developments with the AAP come forward.
BCC has produced draft supplementary guidelines for disabled car parking provision. Whilst
the standards are yet to be adopted, they are currently being used for development control
purposes and are therefore relevant for use. These standards are summarised in Table 7.2.
Table 7.2: BCC Disabled Parking Provision
Land Use
Parking Provision
Residential
1 wider space for every wheelchair standard dwelling.
1 wider space for every 10 spaces provided in parking areas separate
from the dwellings.
Shopping, Recreation,
Education, Health and
Leisure Facilities
A minimum of one space or 6% of the total capacity up to a total of 200
bays (whichever is the greater) plus 4% of any capacity above 200
All employment
At least one space or 2% of the total capacity, whichever is the greater
Railway and Other Public
Car Parks
A minimum of one space per 5% of the total capacity up to a total of 200
bays (whichever is the greater) plus 4% of any capacity above 200
Parking spaces for people with disabilities should be clearly marked, located as close as
possible to the main accessible entrance to the building and with level or ramped access from
the bay to the entrance.
7.5.2
Motorcycle Parking
It is important to recognise the benefits of motorcycle trips in relieving traffic congestion, and as
such, detailed consideration should be made with respect to allocating appropriate motor cycle
parking across the site. BCC’s draft supplementary guidance for parking state that the standard
for motor cycle parking is the same as that for cyclists, as outlined in Table 3.2.
Motor cycle parking spaces should be provided in well-lit places where there is casual or formal
surveillance and should be enclosed by rails or bollards for security.
7.6
Recommended Approach
Getting the right parking policy and ensuring that the car parking at Longbridge is managed and
enforced is critical to ensuring the success of all the other aspects of the transport strategy.
In line with BCC's current guidance, efforts will be made to ensure that there is an availability of
short stay car parking, but will restrict long stay car parking to deter commuters travelling by
car. Priority parking will be provided for disabled users, car sharers and pool car spaces.
Longbridge will be served by high quality bus and train services directly into the heart of the
retail and employment area and therefore it is considered appropriate to adopt maximum car
parking standards Disabled and parent and child parking will also be provided. In addition to car
parking, provision will be made for motor cycle parking.
For residential land uses, Longbridge will be a sustainable development and as such, car
parking spaces per dwelling will reflect this.
A fair and 'smart' car parking charging scheme will be implemented across the site taking into
consideration any car parking charges that are already in place at adjacent sites. Users
permitted to use priority car parking spaces (including disabled users and car sharers) will be
entitled to reduced car parking charges as appropriate.
Faber Maunsell
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The feasibility of ring fencing car all, or a proportion of, parking revenue for use to support travel
planning initiatives should be considered in detail. This would provide an ongoing funding
source necessary for continued achievement of travel plan and mode share targets.
Table 7.3 summarises the key elements of the proposed car parking strategy for the AAP.
Standards set out are maximum levels unless otherwise stated. Additional requirements for
Disabled, Parent & Child, Cycling and Motorcycling are outlined in earlier sections.
Table 7.3: Proposed Car Parking Strategy for AAP
Land Use
Policy and Standards (maximum provision)
Private dwelling 1.5 spaces per dwelling
Town house 1 space per dwelling
Flats 0.7 spaces per dwelling
Residential
Affordable houses 1 space per dwelling
Affordable flats 0.5 specs per dwelling
AAP area to be subject to parking controls and residents parking permit
schemes to prevent on street parking
Office and RIS 1 space per 30 sqm
Retail
Shared parking with other town centre uses
Parking will be charged to deter long stay parking
Office uses including the Regional Investment site 1 space per 50 sqm.
General Industry and Warehousing 1 space per 60 sqm.
Permit scheme to be introduced to discourage car based travel
All employment
Fiscal measures to be introduced to discourage car based travel
Priority spaces to be allocated for car sharing and disabled
Travel planning measures to be introduced to discourage single
occupancy vehicle trips
Maximum standards of 1 space per 3 staff and 1 space per 22.5 students
Permit scheme to be introduced to discourage car based travel
Further Education
Fiscal measures to be introduced to discourage car based travel
Priority spaces to be allocated for car sharing and disabled
Travel planning measures to be introduced to discourage single
occupancy vehicle trips
7.7
Public Houses
1 space per 7 sqm drinking area
Sports and Fitness
1 space per 33 sqm
Summary
Overall the car parking strategy for the AAP will act as a key driver to achieve mode split. The
strategy is based on a combination of the car parking standards currently being used by BCC
and based on the forecast car trips (with mode share targets) travelling into the Longbridge
area.
The parking restrictions in the areas surrounding Longbridge will need to be reviewed on an on
going basis. Measures will potentially need to be introduced and enforced in and around the
Longbridge site, to ensure that car parking is not freely available in the nearby residential areas.
8 Travel Planning
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8
Travel Planning
8.1
Introduction
The development of a Travel Plan Framework and individual Travel Plans will underpin the
TMS. Travel Plans are increasingly being used to promote and support sustainable transport in
a residential, educational and employment context and will be the driving force and
enforcement mechanism to achieve the desired mode shift.
This section introduces the concept of a Travel Plan and how they will develop within the
Longbridge area as the site evolves. There is also the need to develop specific Travel Plans for
each aspect of the development as follows:
Workplace Travel Plans.
Educational Travel Plans.
Residential Travel Plans
Community Travel Plans.
A framework TP for the AAP will be developed. This will establish the principles, overarching
objectives, management arrangements, roles and responsibilities, mode share targets,
monitoring and remedy regime. Site specific Travel Plans will be developed in accordance with
the framework.
The future Travel Plans for Longbridge should not be considered in isolation. In addition to the
proposed redevelopment site developing Travel Plans, it is considered appropriate to also
include the surrounding developments and in particular Nanjing Automobiles who are situated
on the adjacent site. It is important that these organisations are consulted with and included
within the Travel Plan process. It is likely that employees in the area will all have similar issues
and it would therefore be beneficial to ensure all these viewpoints are reviewed together.
8.2
What is a Travel Plan
A Travel Plan is a tailor made package of initiatives that are designed to promote more
sustainable travel and reduce the reliance on the private car. A Travel Plan details a series of
mechanisms, initiatives, targets, indicators, consultation, monitoring, and review and change
procedures, periodically throughout the Travel Plan process. The document is continuously
evolving as feedback and changes to travel patterns / behaviour occur.
8.3
The need for a Travel Plan
In accordance with Government Policy set out in Planning Policy Guidance Note 13 (PPG13),
Travel Plans are being increasingly used as a tool to help raise awareness of the impacts of
travel decisions and are required as part of a planning application for all major developments.
PPG 13 states the following:
Promote more sustainable transport choices for both people and moving freight.
Promote accessibility to jobs, shopping, leisure facilities and services by public transport,
walking and cycling.
Reduce the need to travel, especially by car.
Other national and regional policies have been introduced and organisations established to
encourage and support the development and implementation of Travel Plans.
8.4
The Aims of a Travel Plan
The aims of the Framework and individual Travel Plan will reflect with the TMS aims which are
to:
Reduce reliance on single-occupied car journeys.
Improve public transport.
Provide guidance on demand management.
Develop justifiable modal split targets.
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8.5
49
Introduce mechanisms for the implementation of Travel Plans to deliver the aspirations of the
TMS.
Encourage healthier and more sustainable travel.
Key Elements
The key elements of the travel plan are:
Setting objectives and targets.
Measures to promote and facilitate public transport use.
Measures to reduce car use.
Measures to promote and facilitate cycling.
Measures to promote and facilitate walking.
Promotion of practices / facilities that reduce the need to travel.
Monitoring and review mechanisms.
Travel plan co-ordinators and associated support.
Provision of travel information.
Marketing.
All of the above should be undertaken in consultation with the key stakeholders including
employers, employees, public transport operators and BCC.
8.6
Travel Plan Management
The developer will employ a site-wide Travel Plan Manager (TPM) who will be responsible for
ensuring the development and implementation of the Framework Travel Plan for the AAP area.
This Travel Plan will incorporate residential, employment and education land uses, and include
the overall objectives and targets for the AAP area.
The responsibilities and terms of reference of the TPM will be determined at a later date.
The site occupiers will nominate a member of staff to be a Travel Plan Co-ordinator (TPC). The
TPCs will develop and submit their own site-specific Travel Plans to the TPM who will feed it
into the overarching site-wide Travel Plan.
The TPM will have an additional responsible to co-ordinate the implementation of the Travel
Plan for the residential aspects of the site.
The TPM will establish a site-wide travel website for occupants to access for all their travel
needs. The website will illustrate journey routes to and within the development and provide
access to the Travel Plan. Links will be available to other web sites for timetables, tickets and
maps.
It will be necessary for the TPM, WCC, BCC and Centro to form a strong partnership to drive
forward activities and monitor progress with respect to Travel Plans in the area.
Clearly, funding will be required to undertake the management aspects of the proposed Travel
Plans. This will need further consideration, taking into account initiatives, such as that
mentioned in Section 7.5, of ring-fencing car parking revenues for travel planning initiatives.
8.7
Initiatives and Measures
The measures and initiatives that are taken forward and developed are ultimately dependent on
the outcomes from the framework travel plan and the individual travel plans. However, it is
anticipated that due to the desire for the Longbridge area to promote and encourage
sustainable travel right from the off-set, then many initiatives to support sustainable travel will
be in place before the site is occupied.
Measures to promote public transport:
Provision of travel welcome packs for residents.
Discounted use of public transport.
Public transport information.
Measures to promote cycling & walking:
Discounted cycles and cycle equipment.
Cycling and walking maps.
Bicycle user group / buddy scheme.
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50
Provision of new or extension of existing walking and cycling routes and infrastructure.
Shower, locker and changing facilities within the workplace/ school/ college.
Convenient cycle parking.
Walking buses for school children.
Cycle Training.
Measures to reduce the need for a car:
Car clubs.
Pool cars and motor cycles
Measures to promote car sharing:
Car sharing club.
Priority spaces for car sharers.
Fiscal incentives to encourage car sharing.
Measures to Raise Awareness:
8.8
Targets
Once baseline data has been collected as part of the development of individual travel plans,
specific objectives and targets will be established. Based on the work undertaken to date, the
objectives and targets are likely to include the following:
8.9
Website.
Notice boards.
Personal travel planning advice.
Promotional events.
To reduce single car occupancy trips.
To make sustainable transport the mode of choice.
To ensure that transport contributes to increasing accessibility and social inclusion.
To improve health and safety.
To ensure that development is sustainable whilst supporting economic growth.
Implementation and Funding
The development, implementation and delivery of the travel plan will be secured through a
S106 agreement. This agreement will set out:
•
the role and responsibilities of the highway authorities, the developers and occupiers;
•
travel plan objectives;
•
management arrangements;
•
travel plan initiatives;
•
targets;
•
marketing and promotion;
•
monitoring arrangements; and
•
enforcement and remedy regime.
The S106 agreement will also set out the funding mechanism, which is anticipated to be up to
£1m over a 10 year period.
8.10
Summary
As the AAP develops, Travel Plans are an integral part of promoting and supporting sustainable
travel in and around the local area. A Framework Travel Plan will be produced for the three key
land uses which will set out the agenda for the development of individual site specific travel
plans.
9 Mode Split
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52
9
Mode Split
9.1
Introduction
This section sets out the existing mode split for the Longbridge area and considers the mode
shift that should be achieved through the implementation of strategy elements outlined earlier in
this report and associated strategy reports. The overarching objective is to minimise the
number of single vehicle occupancy trips and maximise opportunities to travel by modes other
than single occupancy car. This chapter provides an abridged version of Chapter 6 of the
Travel Demand Model Report, in which mode share is discussed in detail.
9.2
Existing Mode Share
The Travel Demand Report identifies the existing mode share by each site and this is
summarised in table 9.1 below. This is based on an interrogation of 2001 Census data.
Total
Other
Bus
Car Drivers
Car
Passengers
Train
Cycling
Site
Walking
Table 9.1: Existing Mode Split
Employment
13%
2%
2%
8%
64%
9%
3%
101%
Residential
7%
0%
9%
4%
53%
21%
7%
101%*
Education
Leisure
54%
19%
1%
0%
1%
0%
15%
36%
14%
45%
15%
0%
0%
0%
100%
100%
Retail
10%
1%
1%
34%
48%
7%
0%
101%*
AVERAGE AM
19%
1%
2%
14%
50%
11%
2%
99%*
AVERAGE PM
14%
1%
2%
19%
51%
10%
2%
99%*
*Errors due to rounding
It should be noted that these existing proportions are based on existing data. The provision of
the AAP, and the associated change in land uses, socio-economics and demographics, mean
that in order to simply maintain levels of walking, cycling and public transport, it is likely that
significant investment will be required.
9.3
Proposed Mode Shift
9.3.1
Employment Mode Shift
Case studies used to develop mode shift for the employment land uses are shown in Table 9.2.
Table 9.2: Employment Sites to calculate Mode Shift
Site
Number of Employees
Plymouth Hospitals NHS Trust
4193
Computer Associates
850
Addenbrooke's NHS Trust
4977
Nottingham City Hospital NHS Trust
3500
Marks and Spencer Financial Services
1100
BP
2100
Egg
880
Stockley Park
7700
Oxford Radcliffe Hospitals NHS Trust
5170
Boots
7500
Location
Outer suburbs
Edge of town
Edge of town
Edge of town
Edge of town
Outer suburbs
Inner suburbs
Outer suburbs
Outer suburbs
Outer suburbs
Source: Making Travel Plans Work: Research Report (2002)
Sites have been picked to reflect the location and scale of the development at Longbridge. This
will ensure that the level of public transport provision will be similar, and any schemes which
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53
may have been implemented to achieve modal shift will be appropriate in terms of scale and
economy.
Based on analysis of the data provided for these sites, (included in the Travel Demand Report),
Table 9.3 shows the achievable mode shift for employment uses.
Table 9.3: Achievable Mode Shift for Employment Land Uses
Mode
% Point Mode Shift
Walking
2%
Cycling
2%
Train
1%
Car passengers
4%
Car drivers
-13%
Bus
4%
9.3.2
Residential Mode Shift
Case studies used to develop mode shift for the employment land uses are shown in Table 9.4.
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54
Table 9.4: Residential Sites used to Calculate Mode Shift
Site
Number of Residents
Bristol
Cramlington
Nottingham (Lady Bay)
Quedgeley
Sheffield
2,251
855
567
5,280
1,461
Source: Personalised Travel planning: An Evaluation of 14 Pilots (2005)
Sites have been picked to reflect the location and scale of the development at Longbridge. This
will ensure that the level of public transport provision will be similar, and any schemes which
may have been implemented to achieve modal shift will be appropriate in terms of scale and
economy.
Based on analysis of the data provided for these sites, included in the Travel Demand Model
Report, Table 9.5 shows the achievable mode shift for employment uses.
Table 9.5: Achievable Mode Shift for Residential Land Uses
Mode
% Point Mode Shift
Walking
1%
Cycling
1%
Train
1%
Car passengers
0%
Car drivers
-5%
Bus
2%
9.3.3
Achievable Mode Shift
It should be noted that this level of mode shift, whilst it has been shown to be achievable in the
case studies used, requires significant dedication and resources of the site occupiers. The
following measures were implemented in the majority of employment and residential cases:
Increased bus services.
Shuttle buses from local rail/bus stations.
Cash incentives to staff using modes other than single occupancy car travel.
Centralised car sharing schemes, with website, detailed matching, guaranteed lift home,
priority parking etc.
High quality walking and cycling links, changing facilities, discounts on bicycles etc.
Car parking charges.
Having a full time travel plan coordinator.
The measures which would be implemented are discussed in more detail in other Chapters of
this report, the Bus Strategy and the Rail Strategy. Based upon these strategies, it is
considered that the site could achieve the mode shifts outlined above.
10 Monitoring
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10
Monitoring
10.1
Monitoring
It is essential that monitoring takes place on a regular basis in order to establish the impact of
the measures that have been introduced as part of the TMS. Such monitoring will be required
to determine modal share of work, education, retail and leisure based journeys in order to
identify progress with meeting the modal split targets as detailed in the previous section.
Table 10.1 outlines the monitoring processes for workplaces, residential areas and education
establishments as well as the site as a whole.
In addition to the monitoring processes detailed below and continued overleaf, it is important to
regularly check how the Travel Plan is perceived by site users. This can be achieved simply
through the use of focus groups, for example car club users in residential areas, Bicycle User
Groups (BUGs) in workplaces and the college/school.
Table 10.1: Monitoring Processes
Method
Detail
Responsibility
Timescale
Workplaces
Staff Travel Survey
Staff will be asked the following:
Where they live.
Mode of travel to work.
Reasons for travel by mode.
What would encourage drivers to
switch mode.
Where appropriate, visitors would
also be asked.
Workplace TPC
and TDM
6 months after
first occupation
and on an
annual basis
thereafter for a
minimum of 10
years
Site Audit
The site audit will include an
assessment of the following:
Locality and accessibility: Links to
public transport services and stops,
proximity to residential areas,
pedestrian/ cycling routes, local
traffic conditions, links to motorways,
road safety problems etc.
On-site facilities: numbers and type
of vehicle and cycling parking
spaces, information points,
Internet/Intranet access,
canteen/rest area, lighting, CCTV,
shower/ changing/ storage facilities
etc.
Organisations, operations &
background: hours and type of
operation, shift patterns, number of
employees/visitors, description of
business etc.
Workplace TPC
and TPM
12 months after
occupation
Education Establishments
Detailed Travel
Survey
The survey will identify the following:
How pupils/ students currently travel.
Where they live.
How they would prefer to travel.
What would encourage them to
travel by alternative modes to the
motor car.
School/College
TPC and TPM
6 months after
first occupation
and on an
annual basis
thereafter for a
minimum of 10
years
Faber Maunsell
Method
School Census
Data
Site Audit
Resident Travel
Diary
Site Audit
57
Detail
Responsibility
Timescale
In January 2007 a new question
was introduced to the School
Census (pLASC) asking how each
pupil travels to school. This
question is mandatory for schools
with Travel Plans.
The following will be assessed:
Locality & accessibility: traffic
calming measures, safe
footpaths and cycling routes,
separate vehicular/pedestrian
accesses, pedestrian refuges,
pedestrian crossings, coloured
surfacing/ signage, School
Safety Zone, road safety
problems, bus stop locality and
quality, bus service availability,
'drop off' zones.
On-site facilities: Number of car/
cycling spaces, CCTV, lighting,
shelter/lockers/ changing
facilities.
Residential Areas
School/College
TPC & TPM
January 2008
and annually
thereafter
School/College
TPC & TPM
12 months
after
occupation
Residents will be asked to keep a diary
for a week, detailing the following:
Specific journey details - location,
origin, destination and mode of
transport used.
Why the current modes are used.
Willingness to use alternative
modes.
Incentives to use more sustainable
modes.
Transport related issues residents
wish to raise.
The following will be assessed:
Accessibility & Locality: pedestrian
and cycling routes, crossing
facilities, traffic calming measures,
number of cycling/ car spaces, bus
route, bus stop locality and quality,
information points, recreation space.
TPM
When 25% of
dwellings are
occupied and
then a sample
of 10% of
dwellings will be
surveyed every
2 years
thereafter.
TPM
12 months after
first occupation
TPM
12 months after
first occupation
and annually
thereafter
TPM/Operators/
Centro
12 months after
first occupation
and annually
thereafter
Site Wide Monitoring
Full classified count
Review of public
transport usage
10.2
Counts of pedestrians/ cyclists/public
transport users/ car drivers/ car
occupancy levels will be carried out at
main points of entry and exit to the site
during AM periods to determine modal
split for all external travel.
The following will be reviewed:
Bus patronage data.
Rail patronage data.
Number of tickets purchased in a
year from the TPM.
Summary
This section details how monitoring can be undertaken to determine the progress made towards
meeting the modal split targets as well as to establish the success of the Travel Plan. The
internal modal share data will be determined through workplace, college/school travel surveys
and residential diaries. In addition to these methods the traffic counts and workplace visitors
travel surveys will ensure that the external journeys are monitored. The TPM is responsible for
ensuring monitoring takes place and that the results are submitted to BCC and WCC.
11 Summary & Conclusions
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11
Summary & Conclusions
11.1
Overview
The overall vision for the TMS can be summarised as follows:
59
"Create a multi-land use area that is attractive, pleasant and vibrant. The
environment, facilities and nature of the area will make walking, cycling and
using public transport the modes of choice"
This document has demonstrated how this will be achieved through prioritising pedestrian and
cyclist movements, implementing a car parking strategy and developing Travel Plans across the
site for all land uses to promote, brand and market sustainable modes of travel.
11.2
Strategy for Action
This document has provided an overview of the strategies that have been and will continue to
be developed as the Longbridge AAP emerges. This forms a basis for the sustainable future of
Longbridge.
This TMS has been used to inform the next stage of the process, which involves the delivery of
initiatives and schemes through the Travel Plan process. As such, the Travel Plans will take
the form of Action Plans and act as a mechanism for the promotion and branding of sustainable
travel to, from and around Longbridge.
11.3
Future Travel Management
As the Longbridge area develops, Travel Plans are seen as an integral part of promoting and
supporting sustainable travel around, in and out of the Longbridge site. Travel Plans will be
produced for the employment, residential and educational aspects of the development.
It is imperative that the adjacent businesses, and possibly also the surrounding residential
areas, are included within the Travel Plan process, particularly in the marketing, branding and
promotion of sustainable travel. There needs to be strong emphasis on the health and
community benefits that will result with the support and promotion of sustainable travel.
Initial modal split targets have been recommended based on best practice, Census data and
current examples. Targets have been linked to the land use and type of journey being made,
and these need to be considered as future monitoring programmes are developed.
The targets that have been developed are considered to be realistic targets given the nature of
the development and extensive range of initiatives that are proposed for the site in support of
sustainable transport.

Longbridge AAP Travel Management Strategy

Transcription

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