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CHAPTER 14: ACCESS AND MOBILITY
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14.1
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Introduction
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| 14.1.1 |
Transport is not an end in itself but a means to ensure good
access for people to facilities and services and for the movement of people
and goods to promote the area's economic, environmental and social well
being. The policies in this Chapter underpin many of the guiding principles
of the Plan in the following manner: |
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Economic Development and Regeneration - High quality
transport links are essential for new investment to maintain and enhance
the viability and vitality of our City and Town Centres. |
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Sustainable Development - The Council is committed
to developing a transport system that supports a sustainable pattern of
development so minimising adverse environmental impacts and ensuring the
most efficient use of energy. |
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Social Inclusion and Equality- Access to economic,
educational and social opportunities are integral to our quality of life. |
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Health and Safety - Improvements in our transportation
systems are designed to reduce accidents, improve personal security and
encourage people to lead more active lifestyles by walking and cycling.
There is a direct link between employment and health and providing access
to employment, especially for those without access to a car is therefore
a priority issue. |
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Quality of Life and Environment - A high quality environment
with good urban design standards is essential to improve people's sense
of 'well-being'. |
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| Wolverhampton - The Accessible City |
| 14.1.2 |
The challenge we face is to improve mobility, accessibility
and therefore the area's economic vitality, whilst at the same time managing
the demand for transport, and raising the quality of life of our communities.
This requires creative and innovative solutions and new ways of addressing
our transport needs in particular increasing the travel and transport choice
and encouraging a more sustainable approach. We need to provide the information
necessary to enable individuals and organisations to gain the confidence
to change their travel habits and established practices. We then need to
deliver standards of service that meet people's expectations. |
| 14.1.3 |
A prosperous economy and high quality of life depends on
people having access to the full range of services and opportunities for
work, training, shopping, and leisure. Most of us travel every day even
if only locally. Access to opportunities for work, training, education or
leisure, be they local or further afield are crucial in supporting our regeneration
efforts, particularly in those areas of the City that suffer from multiple
problems of economic, social exclusion, and poor environmental quality.
Access and Mobility for people and goods are essential ingredients to generate
wealth and economic opportunity. |
| 14.1.4 |
The principles guiding the Access and Mobility policies for
Wolverhampton are to: |
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- Promote access and mobility for all
- Provide increased choice of mode of travel and to inform people of
the opportunities
- Encourage environmental sustainability and efficient use of resources
- Reduce congestion and its cost to the local economy
- Provide a high quality built environment
- Improve safety and personal security by better design
- Support employment growth
- Integrate the different modes of transport
- Provide people with information on travel choices
- Improve the health of the community
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| 14.1.5 |
In partnership with transport providers, developers and others
the Transportation Programme will therefore need to: |
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- Support employment growth by ensuring there is good access and a
real choice of mode of transport for people to take up new job opportunities,
especially the physically disadvantaged and those from the more deprived
neighbourhoods.
- Improve access, mobility, image, attractiveness and security of the
City and Town Centres to enhance their vitality and viability.
- Promote the quality, reliability, image and attractiveness of the
public transport network to meet peoples' expectations.
- Extend and develop a high quality light rail system along key transport
corridors.
- Improve the environment for pedestrians and cyclists to encourage
these as sustainable and healthy modes of travel.
- Reduce the adverse impact of traffic on local communities by reducing
the volume of traffic and related air and noise pollution.
- Improve safety and personal security for all, especially the more
vulnerable groups in society.
- Provide a strategy for car parking in the City in collaboration with
colleagues across the wider West Midlands Region
- Provide the context for the introduction of Travel Management Tools
such as Travel Plans
- Improve the health of individuals by encouraging more environmentally
sustainable transport choices and more active lifestyles.
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| 14.1.6 |
The Wolverhampton Unitary Development Plan reflects Regional
objectives set out in Regional Planning Guidance and the Council's Transport
Strategy expressed through successive Local Transport Plans prepared in
partnership with the other Metropolitan Districts and Centro. It is influenced
by the findings of the West Midlands Area Multi-Modal Study (WMAMMS) and
other recent Government-led transport studies (see Chapter 1). |
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14.2
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Access, Mobility and New Development
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| Policy AM1: Access, Mobility and
New Development (Part I) |
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| The Council will work in partnership
with Centro, neighbouring authorities, the health community,
business sector and transport operators to improve access and
mobility for all members of the community. |
| All new development will be expected
to contribute towards improvements in access and mobility, by
ensuring that people have a wide choice of mode of transport
to access the site, including public transport, cycling and
walking. Such contributions will be sought
in accordance with UDP Policy IMR2 ‘Planning Obligations
and Agreements.’ (1) |
| Development that attracts
a large number of people and traffic should be located in areas
well served by public transport, so making effective use of
existing transport infrastructure and providing real transport
choices for the movement of people and goods. |
| All development should be
designed to minimise the adverse effects of any roads and traffic
on neighbouring residential areas or other sensitive uses. |
| The detailed design of new
development must make provision for all modes of transport
and the needs of people with disabilities (2).
Access to and, where appropriate,
(3) around the development
on foot, by bicycle and by public transport should be given
priority the
highest priority (4)
in the layout and detailed design (see Policy D3).
Car parking provision and design should comply with the Council's
Supplementary Planning Guidance and policies in the Design
Chapter. New commercial development in existing streets
and centres will be required to include rear-servicing facilities. |
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| 14.2.1 |
All new development should be widely accessible and offer
people travel choices. The success of new development depends on how well
it is connected to the wider road network, neighbouring streets, public
transport routes, cycle routes and footpaths. These links should give people
the maximum choice in how to make their journeys and should give a high
priority to walking, cycling and public transport. |
| 14.2.2 |
Maximising travel choice for people means creating routes
that are felt to be safe, attractive and direct. Segregated routes for walking
and cycling are not always the best way to create a safe and secure environment
and where provided need to be sensitively designed. Success of a development
is not just measured in terms of functional performance but also how the
development contributes to the quality and character of the City (see Chapter
4: Design). |
| 14.2.3 |
The strategy for car parking is important to the success of
a new development. The level of provision should be determined in the light
of current Government Guidance and the Council's Supplementary Planning
Guidance. Buildings, and the spaces around them, should be designed to help
control the flow and density of traffic and be designed to complement the
new development and improve the local environment. |
| 14.2.4 |
The Council will seek to ensure that the design of new development
will provide off-street servicing wherever possible and preferably from
rear access roads in order to reduce nuisance and conflicts between service
vehicles and other road users. |
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14.3
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Strategic Regeneration Areas and Corridors - Transport Investment
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| Policy AM2: Strategic Regeneration
Areas and Corridors - Transport Investment |
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| Transport investment will
be focused on identified Strategic Regeneration Areas and Corridors
(see Policies SH1 and SH2),
to provide improved public transport, cycle and pedestrian facilities
and other measures to address traffic congestion and
better management of the Strategic Highway Network (5). |
| Park and Ride sites and
associated public transport improvements will be identified
along these corridors to serve Wolverhampton and the Black Country.
Further extensions to Midland Metro Line 1 will be investigated,
to serve the route from Wolverhampton to Wednesfield and on
to Walsall in the next 5-8 years, and other corridors in the
longer term. The feasibility of
a new railway station to serve Strategic Park and Ride to the
north of Wolverhampton will also be considered development
of a new railway station to serve strategic Park and Ride to
the north of Wolverhampton at Brinsford in South Staffordshire
will be supported (6)
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| 14.3.1 |
The Strategic Regeneration Areas and Corridors identified
in Policies S1 and S2 are all located within the Walsall, Wolverhampton
and South Staffordshire Regeneration Zone and these will be subject to significant
development and change over the Plan period. The Black Country Route and
Birmingham New Road transport corridors and the City Ring Road are also
of strategic significance for transport. |
| 14.3.2 |
Within these areas and corridors particular attention will
be given to transport investment to improve public transport, cycle and
pedestrian facilities and introduce measures to tackle traffic congestion
to support employment investment. The need to create better links between
the areas and corridors and the nearby 'Priority Neighbourhoods' is also
considered to be important. |
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| 14.3.3 |
Park and Ride sites will be identified to serve Wolverhampton
City Centre and the wider West Midland's Region and complemented by the
public transport priority measures being developed along these transport
corridors. This will encourage people to switch
from their car to public transport for the most congested part of the journey
(6) |
| 14.3.4 |
New railway stations and a phased extension to the Midland
Metro Light Rail Network are also being investigated to serve some key regeneration
corridors and strategic development sites. |
| 14.3.5 |
Particular transport investment proposals are listed below.
Others are identified in Policies AM3 and AM8 and the Wolverhampton City
Centre, Bilston Town Centre and Wednesfield Village Centre. |
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| A449 Stafford Road Corridor |
| 14.3.6 |
Short Term (0-3 years) Transportation Schemes include: |
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- The designation of the route as a 'Red Route' to maximise efficient
use of the highway.
- The development of a Bus Showcase along the A449 into the City Centre.
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These measures are now in hand and will be largely implemented
during 2003 / 04. |
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Medium Term Measures (3-5 years): |
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- New and improved access to the Wobaston Road Regional / Premium (RIS)
and Major Investment sites (MIS) including a priority
given to access by public transport (8).
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Long Term Measures (5-10 years): |
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- Identification and designation of a Park and Ride site to the north
of the City at Brinsford in South Staffordshire District. This would
be achieved in collaboration with South Staffordshire District Council
and Staffordshire County Council. It is hoped to serve the site by a
new railway station and bus priority measures
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| A41 Bilston Road, Black Country
Route and Spine Road Corridor |
| 14.3.7 |
The corridor already has the benefit of the Midland Metro
Line 1. Further investment in transport along this corridor will be influenced
by the development of Bilston Urban Village and the needs of Bilston Town
Centre. |
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| A4124 Wednesfield Road |
| 14.3.8 |
Wednesfield Way completed in 1998 provides a bypass to Wednesfield
centre and good access to new employment sites. The Bus Showcase scheme
in this corridor provides high quality bus links along this corridor. |
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Short Term Measures (0-3 years) |
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- Junction improvements to improve capacity of the highway and provide
opportunities to improve the reliability of public transport · Improving
accessibility to New Cross Hospital in partnership with the Health Trusts
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Medium Term Measures (3-5 years) |
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- Investigate running the Midland Metro along the A4124 corridor to
Walsall and serving the New Cross Hospital (5 Ws Route).
- Development of the City Centre Interchange Scheme (including the enhancement
and redevelopment of the Railway Station and further enhancements to
the Bus Stations)
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Long Term Measures (5-10 years) |
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- Development of Midland Metro proposals · Implementation of the 5 Ws
Metro Route
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| A454 Willenhall Road |
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14.3.9 This corridor already has the benefit of a Bus Showcase
route. Future investment along this corridor will be considered in order
to further enhance public transport reliability. |
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| A4123 Birmingham New Road |
| 14.3.10 |
Investment in transport along this corridor will be considered
in order to enhance public transport reliability. |
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| City Ring Road |
| 14.3.11 |
The Ring Road serves a vital function as the collector and
distributor of traffic from the 10 radial routes that focus on the City
Centre. A number of studies undertaken in recent years have highlighted
the barrier effect of the Ring Road to movement of people, particularly
pedestrians and cyclists, into the city from outlying neighbourhoods. Development
is now being promoted on sites outside the City's Ring Road and a preliminary
study has been commissioned to determine some short-term measures to improve
conditions for pedestrians and cyclists who wish to cross the Ring Road.
It is essential that this is delivered without impairing traffic capacity.
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| 14.3.12 |
Further work is being commissioned to evaluate longer-term
options for alternatives to collect and distribute Wolverhampton's through-traffic
more efficiently and to consider options to provide safer, more attractive,
convenient and direct crossings of the Ring Road for pedestrians. This study
will influence the medium and long-term role for the Ring Road. |
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14.4
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Major Transport Schemes
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| Policy AM3: Major Transport
Schemes |
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| In addition to the measures
highlighted in Policy AM2, the
following are considered to be priority major transport schemes: |
- Strategic Park and Ride sites on the edge of the conurbation
to serve commuters travelling in to Wolverhampton and elsewhere
in the West Midlands conurbation. Priority will be given
to identifying sites to the north and west of the conurbation;
- Public transport improvements along the Strategic Highway
Network and serving both local and strategic Park and Ride
sites;
- Local Park and Ride sites linked to public transport (bus,
tram and rail) for shoppers and city centre workers to support
the economic vitality of the City Centre;
- Promotion of Bus Showcase and Super Showcase together
with related traffic management measures along the Strategic
Highway Network;
- The further development of Midland Metro;
- Improvements to rail infrastructure to improve local links
within the region and to enhance Wolverhampton railway station
as befits its location on the
Intercity Network including
the four-tracking of the West Coast Mainline between Wolverhampton
and Coventry (9);
- Implementation of the Wolverhampton Interchange Scheme
that seeks to integrate rail, Metro and bus services in
the City Centre;
- Traffic Management Measures to ensure maximum efficiency
of the Strategic Highway Network and reduced impact of traffic
and transport on local communities;
- Maintenance of the highway network.
- National Cycle Network Route 81
(10)
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| 14.4.1 |
The Council has identified the major transport schemes outlined
in Policy AM3 to be a priority for the investment programme in the short,
medium and long term. Resources for implementation will be sought from the
Transport Settlement through the Local Transport Plan bidding process and
from developers and others funding sources as appropriate. |
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14.5
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Strategic Highway Network
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| Policy AM4: Strategic Highway
Network |
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| Priority will be given to
maintaining and improving the Strategic Highway Network as a
means of supporting the economic regeneration of the City. This
work will be undertaken to complement the promotion of public
transport, cycling and walking to reduce the impact of traffic
on local communities as detailed elsewhere in the UDP. |
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| 14.5.1 |
The Strategic Highway Network (SHN) incorporates the Department
of Transport defined Primary Route Network (PRN) linking primary destinations
and distinguished by the green background route information signs and other
roads of more than local importance. These latter routes have been determined
against the following criteria for inclusion in the SHN: |
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a) |
Large volumes of traffic use the route; |
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b) |
A substantial proportion of the traffic on the route is long
distance through-traffic without ready access to the motorway or Primary
Route Network (PRN); |
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c) |
The routes carry significant numbers of heavy goods vehicles;
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d) |
The routes link major industrial or commercial developments
and centres of population together or to the PRN; and |
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e) |
The routes make a significant contribution to urban regeneration.
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| 14.5.2 |
Within Wolverhampton the network comprises the main routes
radiating from the City Centre Ring Road, together with the A4039 and A463
and the Black Country Route. The Strategic Highway Network is shown on the
Proposals Map. |
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14.6
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Protection of Highway Improvement Lines
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| Policy AM5: Protection of
Highway Improvement Lines |
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| To avoid the unnecessary
blighting of land improvement lines will only be maintained
in the following circumstances: |
| a) |
On the SHN where improvements are envisaged; |
| b) |
Where required for specific schemes
not on the SHN but identified in a current programme; |
| c) |
In exceptional circumstances where it
is necessary to introduce or maintain an improvement line for
a scheme even though it is not in a current programme; |
| d) |
Where it is essential for the achievement
of Centro's 20-Year Strategy for Public Transport. |
| Priority will be given to
maintaining and improving roads on the Strategic Highway Network
as the means of supporting the economic regeneration of the
City and accommodating traffic of more than local significance.
The Proposals Map also identifies road junctions and highway
where improvements are required during the Plan period. |
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| 14.6.1 |
Priority will be given to maintaining
and improving roads on the Strategic Highway Network as the means of supporting
the economic regeneration of the City and accommodating traffic of more
than local significance. The Proposals Map also identifies road junctions
and highway where improvements are required during the Plan period.
Priority will be given to protecting improvement lines
on the Strategic Highway Network as the means of supporting economic regeneration
and the Council’s transport strategy. The Proposals Map identifies
highway improvements that are required during the Plan period. (11)
[Maps
14/1, 15/1,
15/2,
15/3,
17/3,
17/4] |
| 14.6.2 |
The purpose of improvement lines is to protect land required
for highway schemes from other development. Long-term improvement schemes
will continue to be protected from other development, although they may
be brought forward in conjunction with development proposals. Current proposed
highway improvement lines are listed in Appendix 3 and shown on the Proposals
Map. The programme for minor schemes is prepared only one or two years in
advance and schemes in the programme are likely to change for a variety
of reasons. Consequently, the minor scheme programme cannot be listed for
the Plan period. A number of highway improvement lines exist on roads not
forming part of the SHN. The Highways Agency will
be consulted on those that may have an effect on the trunk road network.
(12) |
| 14.6.3 |
Certain junctions and highways are identified on the Proposals
Map as requiring improvements during the Plan period. [Maps
14/2] These are considered in two categories, those schemes that will
be designed and implemented during the Plan period and those where further
investigation is required before the exact improvements can be defined. |
| 14.6.4 |
The SHN includes those key transport routes that have a regional
role and require a high capacity and relatively free flow of traffic. The
Council will target investment to increase accessibility along selected
elements of the SHN, whilst giving a high priority to road safety and local
environmental improvements. |
| 14.6.5 |
On those roads that are not part of the SHN the presumption
is that local considerations should predominate. Issues such as environmental
impact, safety, the needs of public transport, pedestrians and cyclists
will be key factors in planning future development and determining planning
applications. |
| 14.6.6 |
Centro's 20-Year Strategy identifies a number of transport
corridors that are considered important or have potential for development
for high-volume public transport services. These routes will be investigated
for Bus Priority Measures and, in the longer term for guided bus schemes
and light rapid transit schemes. |
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14.7
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Transport Assessments
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| Policy AM6: Transport Assessments
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| The Council will require
Transport Assessments to be submitted with all planning applications
for development proposals that have significant implications
for transport in accordance with PPG13. Smaller developments
will require a Transport Assessment where it is anticipated
that there will be significant transport implications resulting
from the development or cumulatively with other proposed developments
in the area. They may also be required at sensitive locations
where the Council is seeking to reduce current levels of road
traffic and to widen the transport choice for people. |
| The scope and content of
the Transport Assessment will need to reflect the scale of the
development but as a minimum will
need to show for more significant
proposals will be expected to include (13): |
| a) |
The transport impacts of the development;
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| b) |
Accessibility to the site by all modes;
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| c) |
Current and proposed modal split of
journeys to and from the site; |
| d) |
Details of proposed measures to improve
access by public transport, walking and cycling, to reduce the
need for parking and to mitigate against transport impacts;
and |
| e) |
How safety is to be improved. |
| The assessments will be
used to determine the transport impact of the development and
whether developers will be required to prepare and implement
a Travel Plan for their development in accordance with Policy
AM7. They will also determine
the need for the developer to implement transport improvement
measures on and/or 'off-site' or to make contributions to the
Council to implement such measures in order to ameliorate the
impact of additional generated traffic. These will be sought
in accordance with Policy IMR2:
Planning Obligations and in line with current Government guidance.
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| 14.7.1 |
All major developments that are considered to have the potential
to generate significant numbers of trips will be required to produce Transport
Assessments. These need to indicate how the transport implications of the
proposal are to be addressed. Also, smaller developments that, taken together,
will have a significant transport impact will each require a Transport Assessment.
The Government has made a commitment to produce guidance on the scope, content
and methodology of TAs and developers should refer to this when it becomes
available. |
| 14.7.2 |
Transport Assessments are needed to allow the Council to assess
the traffic implications of development proposals for all modes of transport.
They will determine whether or not these proposals deliver sustainable transport
objectives and will provide a basis for negotiation on the details of schemes,
such as the level of parking, provision of a choice of transport, and measures
to improve site access arrangements and off-site works required. They will
also indicate the need for a Travel Plan to be developed and implemented
for the development. |
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14.8
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Travel Plans
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| Policy AM7: Travel Plans |
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| Where it is considered that
a development proposal will generate significant traffic or
where a Transport Assessment highlights the need for a Travel
Plan, a Travel Plan (TP) should be submitted with the planning
application and implemented if planning permission is granted.
Developers will be required to prepare
a Travel Plan (TP) where a need is suggested by a Transport
Assessment or other circumstances. A TP will
normally may be required to be
submitted and agreed by the Council before an application is
determined or alternatively before a development is occupied
the development is occupied (14).
Unacceptable development will not be permitted because of the
existence of a TP. |
| A TP will include proposals
for reducing the number of journeys generated by developments
through actions such as encouraging reduced car use, reducing
traffic speeds, improving safety, increasing the number of journeys
done on foot or by bicycle, and improving access by public transport.
A TP should also promote more environmentally friendly delivery
and freight movements. Specific proposals included within the
TP will be measured against agreed targets in order to show
that the sustainable transport objectives are being achieved. |
| The Council and Centro (West
Midlands Passenger Transport Executive) will provide assistance
with the preparation of the TP. The final TP will need to be
agreed with the Council either before
the planning application can be approved or
before a development is occupied, depending on the nature of
the development. It may not be possible to approve an application
without evidence that travel demand which would be generated
can be satisfactorily managed. (15) |
| The Council would recommend
that all organisations consider adopting a TP as a management
tool in order to reduce the impact of traffic generated from
the site/s and improve business efficiency. |
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| 14.8.1 |
A Travel Plan is a management tool that brings together transport
and other business issues in a co-ordinated strategy. It should be an integral
part of good business practice in the same way as pollution and waste management
has become in recent years. In short they are a package of measures aimed
at reducing car-use, improving access to the site, and improving efficiency
by targeting commuter journeys, customer access, business travel and fleet
management. As a business tool they can address parking and accessibility
problems, widen the labour pool, overcome the transportation problems that
are barriers to obtaining planning consent, reduce company costs by reducing
business mileage, and enhance a Companies environmental credentials and
image. |
| 14.8.2 |
The Council proposes to adopt its own Travel Plan and encourage
their adoption by other organisations such as businesses, schools, hospitals
and other organisations that generate significant numbers of journeys. |
| 14.8.3 |
The Travel Plan (TP) package of measures can be tailored
to the needs of individual organisations or sites. The Plans seek to manage
demand for travel, to develop attractive alternatives to the car, and to
use transport more efficiently through better organisation. It will highlight
any opportunities to provide more environmentally friendly transport and
gaps in transportation provision locally. A TP is a dynamic process that
needs to adapt and change with time and changed circumstances. It should
also assist organisations to encourage staff and visitors to think about
their travel needs and choices and to use more environmentally sustainable
modes. It should influence all travel, including the journey to work, business
travel, visitors, deliveries and contractors and fleet vehicles. |
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14.9
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Public Transport
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| Policy AM8: Public Transport |
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| The provision of a high
quality, comprehensive and integrated public transport network
to meet local and longer distance travel needs in the City will
be pursued by: |
| a) |
Working in partnership with Centro
and transport operators; |
| b) |
Working to ensure that communities
and neighbourhoods are well served by public transport facilities
that meet their needs; |
| c) |
Ensuring that new developments are
well served by public transport and, where appropriate, that
improved facilities and services are provided by developers
as the site is occupied; |
| d) |
Taking
the public transport needs of vulnerable groups into account
Taking the public transport needs of vulnerable
groups into account including users of ‘ring and ride’
services (16); |
| e) |
Providing enhanced passenger waiting
and information facilities, better bus/rail/metro interchanges
and better provision for cyclists to transfer to public transport; |
| f) |
Providing improved access by foot to
bus stops, metro stops and railway stations; |
| g) |
Improving rail and bus accessibility
to Birmingham International Airport; |
| h) |
Providing Park and Ride Car Park sites
to serve the City and the wider sub-region and linked to improved
bus, tram and rail services; |
| i) |
Taking into account the need to provide
for taxi services within the larger development proposals, particularly
in Wolverhampton City Centre and at transport interchanges.
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| 14.9.1 |
Whilst the Council does not directly provide public transport
services it has an important enabling role as the Highway and Planning Authority.
The West Midlands Passenger Transport Authority (WMPTA) is the policy making
body for local public transport and Centro implements it's policies. Centro
is responsible for procuring local rail services, it funds concessionary
fares, provides bus facilities, information, special needs transport and
plans for future public transport. Private companies run the range of public
transport services. |
| 14.9.2 |
A high quality and integrated public transport network is
essential for economic revitalisation, accessibility and social inclusion
and sustainable travel patterns. Bus, Rail and Metro are brought together
within a strategic public transport network that is being promoted across
the West Midlands Metropolitan area by Centro and the Metropolitan District
Councils Authorities (17). |
| 14.9.3 |
The Council is working with Centro, transport operators and
community groups to ensure that public transport provision meets the needs
of local communities and provides the means by which people can access employment,
training, health facilities and leisure opportunities. |
| 14.9.4 |
In this context it is important that new developments are
readily accessible by all sectors of the community and that the ability
to use facilities is not dependent on the availability of a car. Transport
Assessments for all major new developments will determine the overall transport
requirements of a proposal and developers will be required to provide appropriate
public transport services and facilities to serve the new development (see
Policy AM6). |
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| 14.9.5 |
Equality of access for all the residents of the City to jobs,
homes, shops, social leisure facilities and education and training is a
key objective of the Council. The need to combat social exclusion is paramount
and the City Council is actively ensuring that the needs of vulnerable groups
are catered for on the local transport network. |
| 14.9.6 |
The UDP is seeking to ensure that transport contributes to
social inclusion by increasing accessibility for everyone. This includes
those who: |
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- Cannot afford a car or those family members who do not have access
to a car
- Have mobility problems, and
- Choose not to, or prefer not to own a car.
|
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The elderly, those with child-care responsibilities and people
with disabilities are three groups within the community who could benefit
significantly by this approach. |
| 14.9.7 |
The provision of better information on the public transport
network will help generate confidence in the network, help people understand
the services that are available and the travel opportunities that are provided.
|
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| Bus Provision |
| 14.9.8 |
The key element of an integrated and improved public transport
service is the bus network. Over 90% of public transport journeys are currently
made by bus. Even with the expansion of the Metro and rail networks the
bus network will continue to carry the majority of public transport users.
The Council recognises the importance of the bus network in the City and
by working with operators will seek to bring forward improvements that generate
efficiency savings for operators and provide the public with an attractive
alternative to the private car. |
| 14.9.9 |
The standards for the quality, location, and level of provision
of bus stops and related facilities will accord with those stated in Centro's
20-Year Strategy. New development should provide for a direct bus route
or, failing that, direct access to an existing route. |
| 14.9.10 |
What matters most is: |
| |
- Clear direct and safe routes to bus stops including well-placed road
crossings;
- Locating bus stops close to where activity is taking place and away
from locations where people feel vulnerable;
- Providing clear unambiguous information on bus routes, service frequencies,
tickets and fares.
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| 14.9.11 |
Bus priority measures and higher quality services through
the Bus Showcase initiative will enable buses to run more reliably and more
effectively, making bus travel more attractive for everyone. |
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| The Local Passenger
Rail Network |
| 14.9.12 |
The Council will encourage and
promote the use development
and improvement of the local passenger rail
network to increase the number of passenger
journeys and the movement of freight by rail. Existing rail
facilities for passengers and freight will
be safeguarded except where agreed as surplus to current
or possible future operational requirements. The Council will investigate
with Centro, Railtrack and train operators the potential for new stations
and new freight facilities within the
City to serve existing uses, new development sites and new Park and Ride
sites. (18) |
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| 14.9.13 |
Redundant Rail Lines and rail-heads which
are considered to have potential for reuse either for rail or for pedestrian
and cycle facilities will be protected to prevent prejudicing such uses.
will be protected wherever possible to
provide for future development of cycle and pedestrian facilities and to
prevent prejudicing future rail freight access to industrial development.
(18) (19)
|
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- Improve capacity for additional services at the station and provide
additional capacity on the Wolverhampton-Birmingham
Stour Valley Line West Coast Mainline
(20);
- Upgrade local services on the Wolverhampton
- Shrewsbury Line Upgrade passenger rail
services on the lines from Wolverhampton to and beyond Shrewsbury and
Walsall (21);
- Enhance the range and quality of passenger facilities;
- Improve integration and interchange with other modes of transport.
|
| 14.9.15 |
The Interchange Scheme seeks to address some of these objectives,
particularly enhancing passenger facilities and improving integration with
other modes of transport. The improvement of the local rail network is an
important part of the strategy for encouraging people to use public transport.
High quality rail facilities particularly the Rail Station contribute to
the image of the City. |
| 14.9.15 |
The Interchange Scheme seeks to address some of these objectives,
particularly enhancing passenger facilities and improving integration with
other modes of transport. The improvement of the local rail network is an
important part of the strategy for encouraging people to use public transport.
High quality rail facilities particularly the Rail Station contribute to
the image of the City. |
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| Light Rail / Light Rapid Transit |
| 14.9.16 |
The further development of the Midland Metro is complementary
to the Council's strategy for the economic regeneration of the City. Further
routes extending the existing Line 1 to better serve the City Centre and
to link with other parts of the City are being investigated as part of the
wider study being undertaken into the feasibility of extending the Midlands
Metro network across the West Midlands. The City Centre Inset Plan shows
the proposed alignment for the route in the City Centre and to serve the
railway station. It is proposed that the Metro will then be extended to
serve New Cross Hospital, Wednesfield and eastwards to Walsall, although
an exact route has yet to be defined and will be the subject of consultation
in 2003. All Metro proposals will be brought forward through the Local Transport
Plan and, where necessary, land required for light rail use will be protected
from other development. The statutory process for this will supersede the
provisions of the UDP. |
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14.10
|
Provision for Pedestrians
|
| Policy AM9: Provision for
Pedestrians |
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| All new developments will
be required to provide attractive, direct, safe and convenient
routes for pedestrians that integrate with existing pedestrian
thoroughfares, desire-lines, public transport facilities, car
parks, and other local services. Walking should be given at
least equal consideration with the other modes of transport
when designing new development and be given greater priority
in the City, Town and Local Centres and other areas heavily
used by pedestrians e.g. schools. |
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| 14.10.1 |
People walking to or within a development site should be able
to access all buildings safely and conveniently, without having to cross
service areas and car parks. Pedestrian routes through a development site
should be clear and obvious and provide good links to the existing pedestrian
network and to bus stops and car parks. |
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| 14.10.2 |
The needs of pedestrians require careful analysis, and should
be paramount in development layouts. Key questions that should be addressed
are: |
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- Should priority be given to pedestrians?
(22)
- Do pedestrian routes connect the places where people want to go?
- Are routes direct, and are crossings easy to use?
- Are routes attractive, well lit and safe?
- What is the quality and width of the footway and is it free from obstructions?
- How easy is it to find and follow a route?
- Are there surface treatments and signs to guide pedestrians?
|
| 14.10.3 |
The main considerations for a safe and attractive walking
environment are: |
| |
- People prefer to walk along streets where they are overlooked and
can be seen by drivers, residents and other pedestrians.
- If segregated footpaths are provided they need to be well connected
and overlooked by houses and other occupied buildings.
- Measures that slow traffic help pedestrians
feel safer and give priority to pedestrians
help them to feel safer and encourage more pedestrian journeys
(23).
- Well-designed shared surfaces avoid conflicts of movement yet encourage
other activities to take place.
- Footpaths should lead where people want to go rather than follow a
preconceived geometry.
- Footpaths in new developments should be positive, direct and barrier-free.
|
| 14.10.4 |
Walking is the link between other modes of transport and
a form of transport in its own right representing almost a third of all
journeys undertaken. National statistics show that people now walk less
as part of their daily routine and that the population is generally leading
less active lives. Walking can be an important part of the solution to reduce
traffic congestion problems as well as encouraging a more active and healthy
lifestyle. |
| 14.10.5 |
Increasing the number of people on the streets can improve
security and help reduce the fear people have of crime and personal security.
It is also an important part of promoting public transport use. A poorly
lit area along the route or at the bus stops could result in the choice
to travel by car or taxi rather than walk or use public transport or could
lead to the abandonment of the journey completely. |
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14.11
|
Provision for Cyclists
|
| Policy AM10: Provision for
Cyclists |
| |
| All new development will
be required to provide attractive, direct, safe and convenient
routes for cyclists that link with the existing or proposed
cycle route network, public transport and local services. Developers
will also be required to provide secure, covered parking facilities
for bicycles, particularly within new housing development and,
for large employment development, to provide showers and changing
facilities for cyclists. |
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| 14.11.1 |
Within new developments cyclists should be provided with
clear, direct, and convenient routes. Provision for cycling should be considered
as an integral part of the overall site layout including the provision of
adequate cycle parking. |
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| 14.11.2 |
We cycle less in Britain than in many other European Countries,
evidence suggests this is not so much due to topography and climate but
because cycling appears to be unsafe and inconvenient. Cycle routes and
parking are frequently included as an afterthought and are often inconvenient
and therefore underused. |
| 14.11.3 |
The high ownership of bicycles and interest in cycling in
the UK mean that there is an enormous potential for increased levels of
cycle use. In addition, the majority of journeys are less than 8km (5 miles)
in length and a distance considered suitable for travel by bicycle and well
within most people's ability. An increase in cycling can make a significant
contribution to solving the problems of traffic congestion and improving
local accessibility and personal health. There has been significant progress
in the development of cycling schemes and traffic management to improve
safety for cyclists in Wolverhampton in recent years and all new development
should enhance this provision. |
| 14.11.4 |
Cycle storage space should be provided within new housing
developments. Communal, secure cycle storage can make owning and using a
bike easier and more attractive. Important factors that need to be addressed
to encourage more people to cycle for some journeys include personal safety,
secure storage for bicycles, links with public transport and the location
and detailed design of new development. |
| 14.11.5 |
Cycle Parking Standards and 'trip-end' facilities such as
secure cycle parking, storage lockers and showers will be included in Supplementary
Planning Guidance. |
| 14.11.6 |
The road-space given to cyclists on the highway and new access
to development must ensure that conflict with other road users is prevented.
Whilst segregation is required for safety reasons,
cyclists should not be isolated from other road users to improve actual
and perceived personal security and fear of crime. Although
segregation may be required for safety reasons, cyclists should not be completely
segregated from other road users as this leads to actual or perceived loss
of personal security and safety. Any segregated paths shall have continuity,
specifically with regard to side entrances and road junctions. (24)
Specific measures for cyclists that may be
included within new highway schemes include special
surface treatment for cycle paths, advanced stop lines, and
priority measures for cyclists
at roundabouts, traffic signals and other road
junctions and light traffic controlled junctions,
and special surface treatment for cycle paths (25).
Wherever possible, new routes should link with the wider City cycle network. |
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14.12
|
Park and Ride
|
| Policy AM11: Park and Ride |
| |
| Provision will be made for
new park and ride facilities and existing sites protected which
serve Wolverhampton and the wider sub region. For Strategic
Sites serving the sub-region they should: |
| a) |
Be close to major radial routes and
located to provide maximum benefits to motorists and public
transport provision |
| b) |
Be serviced
by high quality limited stop bus services Where
possible, include secure cycle parking and changing and toilet
facilities to allow cyclists to make use of the service
(27); |
| c) |
Be designed to
attain a high standard of community safety as outlined in policy
D10 and provided with CCTV and security patrols (26); |
| d) |
Provide a high quality environment incorporating
extensive landscaping. |
| Sites to serve a more local
need may be smaller and will be considered on their own merits
and in accordance with PPG13, the Local Transport Plan and the
wider transport strategy. |
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| 14.12.1 |
Wolverhampton is a sub-regional centre and many people travel
into the City for the purposes of work, shopping, education and leisure.
The journeys associated with this contribute to the congestion seen on radial
routes serving Wolverhampton City Centre during morning and evening peak
periods. The provision of high quality park and ride facilities can intercept
some of these journeys, reducing the level of congestion. These sites should
be close to the main access routes to the City Centre, well signed and well-served
by a dedicated or high frequency public transport service. Bus priority
measures will be implemented to further support the development of these
sites. |
| 14.12.2 |
A number of sites will be required to serve a more strategic
and sub-regional role. These should be located near the main radial routes
into Wolverhampton and allow easy access to the rail network either via
a new railway station, Midland Metro Stop or via a high quality bus link
to the rail network. These will need to be located on the periphery of Wolverhampton
or beyond the City boundary and consultation with
the Highways Agency regarding their effect on the Trunk Road network will
be required (28). A
regional study looking at the need for new strategic Park and Ride sites
and defining characteristics required for these sites to be successful is
currently being conducted. The outcome of this work will influence the Council's
policy for the identification and provision of new sites. The
regional study looking at the need for new strategic park and ride sites
has been completed. This defines the characteristics required for such sites
to be successful and identifies some sites to serve the conurbation. One
of these sites is at Brinsford to the north-east of Junction 5 of the M54
which lies within South Staffordshire District. Development of such Green
Belt sites will only be permitted where non-Green Belt sites have been exhausted
in line with the provision of PPG2 as amended by PPG13 Annex E. (29) |
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14.13
|
Car Parking and
Servicing Provision
|
| Policy AM12: Parking and Servicing
Provision |
| |
| Provision of maximum levels of
car parking, minimum levels of disabled car parking and of cycle
parking, motorcycle parking and servicing for new developments
should be provided in accordance with current Government Guidance,
regional guidelines and the Council’s Supplementary Planning
Guidance, or any replacement Guidance. Detailed provision should: |
| a) |
Comply with the City’s demand
management, traffic reduction and car parking policies and targets; |
| b) |
Reflect existing and potential
availability of alternative modes of travel thereby assisting
to increase modal choice; and |
| c) |
Address safety and amenity issues
in accordance with policies elsewhere in the Plan. |
| |
| Car Parking |
| The Council will be flexible in
the application of parking standards but the following maximum
standards should be applied with due regard to PPG 13, in particular
to paragraphs 52 to 56 and Annex D. Notwithstanding the application
of maximum parking standards, developments will be required
to meet their own transportation needs with no detriment to
pedestrian safety and the safe and free flow of road traffic.
Within the City and Town Centres parking provision should have
regard to the advice in PPG 6. Within these Centres non-residential
parking should generally be below the maximum standards and
provide parking to serve the City or Town Centre as a whole. |
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| Land Use |
Maximum Standards |
Notes |
| Residential |
To be applied with due regard to PPG
3’s aim of a maximum of 1.5 spaces per residential unit
across the whole authority. |
Provision for social housing and for
housing for the elderly should reflect lower car ownership
rates expected among these social groups. Provision for
sheltered housing should take account of any warden or
staff parking requirements |
| - Highly Accessible Locations |
1 space per unit plus 0.25 visitor spaces
where communal provision |
Defined as the City and Town Centres
and any other location which, in the opinion of the City
Council, is highly accessible i.e. within easy walking
distance of a railway station, tram stop or high level
bus service * |
| Retail |
|
|
| - below 1,000 sq m |
1 space per 22 sq m |
|
| Food Retail - 1,000 sq m & above |
1 space per 14 sq m |
As per PPG 13 Annex D |
| Non Food Retail - 1,000 sq m & above |
1 space per 20 sq m |
As per PPG 13 Annex D |
| Assembly & Leisure (Use Class D2) |
|
Where considered appropriate by the
City Council separate coach parking should also be provided |
| Cinema and Conference Facilities - 1,000
sq m & above |
1 space per 5 seats |
As per PPG 13 Annex D |
| Stadia 1500 seats & above |
1 space per 15 seats |
As per PPG 13 Annex D |
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| Other D2 uses 1,000 sq m & above |
1 space per 22 sq m |
As per PPG 13 Annex D |
| Other D2 uses not specified |
1 space per 5 seats or 1 space per 10
sq m |
|
| B1 Uses including Offices |
|
|
| - below 2,500 sq m |
1 space per 50 sq m |
|
| - 2,500 sq m & above |
1 space per 30 sq m |
As per PPG 13 Annex D |
| Higher & Further Education |
|
|
| - below 2,500 sq m |
1 space per 2 staff + 1 space per 5
students |
|
| - 2,500 sq m & above |
1 space per 2 staff + 1 space per 15
students |
As per PPG 13 Annex D |
|
Within the above all figures relate
to gross floorspaces.
|
| * As a guide, easy walking distance
is generally no more than 400m from a railway station or tram
stop or 300m from a bus stop, at an easy gradient and along
a direct and well lit route. A high level bus service will generally
mean one or more services which together provide access within
15 minutes journey time to the City Centre or a Town Centre.
They should generally have a frequency in each direction of
six buses or more per hour during peak hours and daytime plus
three buses or more per hour during evenings and on Sundays. |
| |
| Disabled Car Parking |
| All car parks, whether public
or private, including those serving residential developments,
should make provision for disabled car parking. This should
be provided in accordance with the Council’s Supplementary
Planning Guidance on Access and Facilities for People with Disabilities,
or any replacement Guidance. |
| This provision should be in addition
to any applicable maximum standards and there will be no maximum
disabled parking standards. In general, minimum provision should
be 5% of capacity on sites up to 200 spaces and 2% plus 6 spaces
on sites providing over 200 spaces. |
| |
| Motorcycle Parking |
| All car parks, whether public
or private, including those serving residential developments,
should provide secure and convenient parking for motorcycles
and other Powered Two Wheelers (PTWs). |
| This provision should be in addition
to car parking. There will be no maximum motorcycle parking
standards. In general, provision should be two spaces on sites
up to 200 spaces and 2% on sites providing over 200 spaces.
|
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| Cycle Parking |
| There will be no maximum cycle
parking standards and detailed standards will be published as
Supplementary Planning Guidance. |
| All residential development should
provide ground floor storage suitable to provide secure cycle
parking for each unit. For housing this may be incorporated
within garages or utility rooms, for flatted development in
separate secure storage, preferably within the building. Cycle
parking will not be required for sheltered housing for the frail
elderly but for retirement homes for the active elderly some
provision should be considered. |
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| Page 239 |
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| All developments providing employment
should provide covered and enclosed cycle parking for staff
which is accessible and secure and, on major employment sites,
showering and changing facilities. |
| All developments which will attract
visitors, either as customers or in another capacity, should
provide covered visitor cycle parking conveniently located and
in a position which enables informal surveillance. Such a location
will normally be adjacent to a main entrance and can be incorporated
in entrance canopies. |
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| Servicing and Operational
Requirements |
| Within residential layouts adequate
provision should be made for refuse collection, removal vans
and delivery vehicles to operate and manoeuvre without obstruction.
|
| Within all non-residential layouts
adequate provision should be made for refuse collection and
for operational and service vehicles to operate and manoeuvre
within the site without obstruction. Servicing of commercial
premises from the highway will only be acceptable for small-scale
developments where it can be carried out without an adverse
affect on safety and the free flow of traffic. |
| |
| Policy AM12: Car Parking
Provision |
| |
| Maximum levels of car parking
for new developments should be provided in accordance with current
Government Guidance (PPG13), Policy H6, Policy CC3 and current
Supplementary Planning Guidance. Detailed provision should have
regard to the need to: |
| a) |
Meet demand management and traffic
reduction policies; |
| b) |
Provide an increased choice of mode
of travel; |
| c) |
Accommodate the particular operational
requirements of the development; |
| d) |
Ensure that car park provision reflects
the availability of alternative modes of transport; |
| e) |
Make provision for people with disabilities;
|
| f) |
Address safety and amenity issues in
accordance with policies elsewhere in the Plan; |
| g) |
Consider National and Regional guidelines
on car parking; |
| h) |
Meet local objectives and targets
for car parking across the City. (30) |
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| 14.13.1 |
All new Car Parks must make provision
for people with disabilities in accordance with the Council's Supplementary
Planning Guidance on Access and Facilities for People with Disabilities.
In general, provision should be 5% of capacity on sites up to 200 spaces
and 2% plus 6 spaces on sites providing over 200 spaces. (30) |
| 14.13.21 |
Car parks should be designed to maximise vehicle and personal
security and have regard to lighting, landscaping and layout. The adoption
of "Secured by Design" standards is encouraged wherever possible. |
| 14.13.32 |
The Council will also encourage the redevelopment of car parks
to other uses in appropriate locations such as the City Centre (see Policy
CC5), Bilston Town Centre and Wednesfield Village Centre or
other centres where redevelopment will be of benefit, where compensatory
provision can be made within the new development or where the loss of car
parking would not harm the . In other
centres, redevelopment to other uses will only be considered where the proposed
development is of significant strategic benefit to the centre concerned
and the loss of car parking would not harm the vitality and viability
of the centre or cause parking problems elsewhere,
or where suitable compensatory provision can be made. (31) |
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| Page 240 |
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| 14.13.43 |
The Council has adopted maximum
parking standards as set out in Annex D to PPG13. Particular regard should
also be had to parking guidelines set out in PPG3 and PPG6. Policy H6: Design
of Housing Development and Policy CC3: City Centre Housing set out specific
parking standards for residential developments. Supplementary Planning Guidance
will provide further detailed guidance on car parking. PPG13
advises that policies in development plans should set maximum levels of
parking for broad classes of development as set out in Policy AM12. The
City Council intends, during the lifetime of this plan, to produce detailed
Supplementary Planning Guidance on parking standards. (32) |
| 14.13.54 |
The manner in which car parking is arranged has a fundamental
effect on the quality of the development. Vehicles should not be allowed
to dominate the space or to inconvenience pedestrians. Parking on the front
of a development should be avoided as this detracts from the design of the
development, restricts informal surveillance and generally presents an unattractive
image. |
| 14.13.65 |
In residential areas a very careful balance has to be struck
between the expectations of car owners, in particular the desire to park
as near to their houses as possible, and the need to maintain the character
of the overall setting. Where car parking is provided in courts or squares
then adjoining buildings should overlook the site. |
| 14.13.76 |
In commercial developments the best way to alleviate the effect
of large parking areas is to ensure that they are designed as an integral
part of the landscape treatment and managed communally. This also ensures
that pedestrian movement is not determined and restricted by vehicular movement
requirements and conflict between pedestrians and vehicles is minimised. |
| 14.13.87 |
The Council would encourage the redevelopment of any car
parks where this is important for the economic
(33) regeneration of the City, in particular
the City and Town Centres. Alternative compensatory provision of short stay
car park spaces may be required to serve the City and Town Centres where
this is considered necessary. The shared use of car parks as part of a development
will also be considered to serve the wider needs of the City and Town Centres. |
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14.14
|
Development of Freight Facilities
|
| Policy AM13: Development
of Freight Facilities |
| |
| Facilities to aid the movement
of freight will be encouraged through: |
| a) |
The improvement of the highway to assist
the movement of commercial vehicles to employment sites and
access to the Strategic Highway Network; |
| b) |
Routing of commercial vehicles to prevent
any loss of amenity of residents; |
| c) |
The assessment, strengthening and renewal
programme for bridges and structures to provide for the general
introduction of 44 tonne lorries; |
| d) |
Where appropriate, the retention of
employment development sites adjacent to railway lines for development
that requires a rail connection. |
| e) |
The protection
of redundant rail lines and rail heads where it is considered
that they have potential to provide rail freight facilities.
(18) |
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| 14.14.1 |
Improvements to be Strategic Highway Network will aid the
movement of commercial vehicles between the City Centre, the main commercial
and employment centres of the City and the Regions trunk road and motorway
network. There will be an overriding need to protect the amenity of local
residents and reduce the impact of freight and commercial traffic on local
communities. |
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| Page 241 |
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| 14.14.2 |
The programme to strengthen bridges and structures to provide
for the general introduction of 44 tonne lorries is well advanced but further
work is still required particularly on those structures not in the ownership
of the City Council. The Council will work with all interested parties to
complete this strengthening and renewal programme. |
| 14.14.3 |
A very small percentage
minority of goods are moved by rail and
but there is great
potential for a change modal
shift of freight from road to rail (34).
The Council will therefore encourage the construction of new sidings and
rail freight facilities where environmental amenity considerations allow
and, where appropriate, sites with potential for rail access will be retained
for development that requires a rail connection. |
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14.15
|
Minimising the Effect of Traffic on Communities
|
| Policy AM14: Minimising
the Effect of Traffic on Communities |
| |
| In traffic sensitive areas,
traffic management and traffic calming will be promoted in order
to relieve the adverse effects of traffic on existing residential
communities. |
|
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| 14.15.1 |
The Council will continually monitor the harm created by
the intrusion of motorised traffic in existing residential areas. Traffic
sensitive areas, where the greatest road safety, social and environmental
problems are identified, will be prioritised for future improvement. As
funding becomes available local residents and interest groups in priority
areas will be consulted so that the most appropriate traffic management
improvement schemes may be implemented. In designing
improvement schemes the needs of emergency services, public transport and
cyclists will be considered to ensure their effective and safe operation
(35). The Council
will continue to work with local schools to minimise the impact of the school
run on the local area through measures such as ‘School Travel Plans’
and ‘Safer Routes to School’. (36) |
| 14.15.2 |
A combination of traffic management measures chosen
from the following range will be used in the design of improvement
schemes. These will include:- |
| |
- Traffic calming
- Parking restrictions
- 20 mph speed restriction zones
- 'Streetscape' design
- 'Home Zones'
- Road Closures
(37)
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14.16
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Road Safety and Personal Security
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| Policy AM15: Road Safety
and Personal Security |
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| All development proposals
should be designed and implemented to contribute towards improving
road safety and personal security, in accordance with the West
Midlands Local Transport Plan objectives and the Road Safety
Plan for Wolverhampton. |
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| 14.16.1 |
The Government's Road Safety Strategy "Tomorrow's Roads: Safer
for Everyone" emphasises that a major improvement in road safety can only
be achieved if all agencies involved in road design, building and motor
manufacture, traffic regulation and enforcement work in partnership. Wolverhampton
has adopted the Government's national targets for casualty reduction by
the year 2010 of: |
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- 40% reduction in the number of people killed or seriously injured
in road accidents;
- 50% reduction in the number of children killed or seriously injured;
- 10% reduction in the slight casualty rate (expressed per 100 million
vehicle kilometres).
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14.16.2 Techniques that will be employed to meet these targets
will include engineering, education, training and enforcement in accordance
objectives detailed in the Road Safety Plan and the West Midlands Local
Transport Plan. The Wolverhampton Road Safety Plan monitors progress towards
the National target. The Plan also sets out the programme of safety schemes
to be implemented in the City and outlines the education, training and enforcement
policies. Local Safety schemes will complement the work on safer routes
to school, the policies for walking and cycling, traffic management, and
public transport. |
| 14.16.3 |
All schemes will be subject to a road safety audit in accordance
with the Road Safety Act 1988 and guidance contained within the Institute
of Highways and Transportation (1996). These aim to avoid the introduction
of new safety problems and to identify opportunities to address current
safety concerns. Developers will also be expected to adhere to the detailed
standards of safety contained within the DETR Design Bulletin number 32
- "Residential Roads and Footpaths" (1992) and its companion guide - "Places,
Streets and Movement" (1998) for all residential development proposals. |
| 14.16.4 |
Wolverhampton Council regards the provision of a safe and
secure environment as one of their highest priorities. Actual and perceived
safety and security is an important factor in people's choice of mode of
transport, particularly their use of public transport or the decision to
walk or cycle or indeed whether to travel at all. Child road safety audits,
in line with the Government's strategy "Tomorrows Roads - Safer for Everyone",
will be undertaken to ensure safety issues are addressed. In addition Safer
Routes to School schemes will address safety issues for children and parents
on journeys and from school. |
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| REASONS FOR PROPOSED CHANGES |
| 1 |
In response to objections 97/300 & 134/508 |
| 2 |
In response to objection 205/998 |
| 3 |
In response to objection 94/281 |
| 4 |
In response to objections 27/74 & 28/125 |
| 5 |
In response to objection 28/126 |
| 6 |
In response to objection 137/540 |
| 7 |
In response to objection 147/657 |
| 8 |
In response to objection 134/485 |
| 9 |
In response to objection 134/487 |
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| 10 |
In response to objection 94/285 |
| 11 |
In response to objections 122/426 & 177/781 |
| 12 |
In response to objection 177/781 |
| 13 |
In response to objection 150/672 |
| 14 |
In response to objection 150/682 |
| 15 |
In response to objection 150/682 |
| 16 |
In response to objection 134/489 |
| 17 |
In response to objection 153/772 |
| 18 |
In response to objection 138/547 & 138/548 |
| 19 |
In response to objection 153/683 |
| 20 |
In response to objection 134/503 |
| 21 |
In response to objections 84/224 & 134/503 |
| 22 |
In response to objection 27/78 |
| 23 |
In response to objection 27/78 |
| 24 |
In response to objection 94/282 |
| 25 |
In response to objection 153/770 |
| 26 |
In clarification & in response to objection
134/486 |
| 27 |
In response to objection 94/283 |
| 28 |
In response to objection 177/784 |
| 29 |
In response to objection 91/272 |
| 30 |
In response to objections 79/175, 99/311,
118/407, 147/658 & 205/1001 |
| 31 |
In response to objection 196/963 |
| 32 |
In clarification & in response to objections
79/175, 99/311, 118/407, 147/658 & 205/1001 |
| 33 |
In response to objection 196/963 |
| 34 |
In response to objection 138/555 |
| 35 |
In response to objection 134/497 |
| 36 |
In response to objection 144/609 |
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| 37 |
In response to objections 28/124 & 144/609 |
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